ZBORNIK RADOVA

PROCEEDINGS

Sarajevo, 2012.
1

III MEUNARODNI SIMPOZIJ

INTERDISCIPLINARNOST
LOGISTIKE I SAOBRAAJA
ORGANIZATORI:
SREDNJA KOLA ZA SAOBRAAJ I KOMUNIKACIJE SARAJEVO
UDRUENJE INENJERA I NASTAVNIKA IN

Organizacioni odbor:
mag. Andreja Jelen Mernik ,,olski center, Celje
dipl. ma. In Mimoza Gievska ,,ASUC - Boro Petruevski, Skoplje
dipl. in. prometa Vlasta Peroti ,,kola za cestovni promet, Zagreb
dipl. saob. in Zoran Gruji ,,Tehnika kola, Zajear
dipl. in. ma. Sejad Mujezinovi ,,Srednja kola za saobraaj i
komunikacije, Sarajevo
mr. Sreko Kljaji ,,Srednja struna kola Ivan Uskokovi, Podgorica

Programski odbor:
mag. Roman Kranjc ,,olski center, Celje
dipl. saob. in. Nikole Spasovski ,,ASUC - Boro Petruevski, Skoplje
dipl. in. prometa Vlasta Peroti ,,kola za cestovni promet, Zagreb
dipl. saob. in Kemal Jaganjac ,,Srednja kola za saobraaj i
komunikacije, Sarajevo
dipl. saob. in Goran Puji ,,Tehnika kola, Zajear
mr. Sreko Kljaji ,,Srednja struna kola Ivan Uskokovi,
Podgorica
Autori: Grupa autora
Urednik: Kemal Jaganjac, dipl.ing.saob.
Grafika obrada: Midhat Tatli, dipl.ing.saob.
Recezent:Kemal Jaganjac, dipl.ing.saob.
Izdanje: prvo
Izdava: PRINTER, Sedrenik 74, Sarajevo
Godina izadanja: 2012.
Godina tampanja: 2012.
tampa: PRINTER, Sedrenik 74, Sarajevo
Primjeraka: 80

ZBORNIK RADOVA
PROCEEDINGS

III MEUNARODNI SIMPOZIJ

INTERDISCIPLINARNOST
LOGISTIKE I SAOBRAAJA
4.-5. Oktobar 2012., Sarajevo, Bosna i Hercegovina

III INTERNATIONAL SYMPOSIUM

INTERDISCIPLINARITY
OF LOGISTICS AND TRAFFIC
4th to 5th October 2012., Sarajevo, Bosnia and Herzegovina

04. i 05.10. 2012.godine u organizaciju J.U. Srednje kole za saobraaj i komunikacije i

Udruenja ininjera i nastavnika IN organizovan je III struni i nauni Simpozij pod
nazivom Interdisciplinarnost logistike i saobraaja. Zadatak simpozija je bio
razmjena iskustva iz oblasti logistike i saobraaja i ostvarivanje kontakta izmeu
nastavnika u obrazovanju, kako bi se unaprijedio kompletan obrazovni sistem.
Na Simpoziju je predstavljeno 25 strunih radova koji koji su prezentovani u ovom
Zborniku.
Na Simpoziju je odran i redovni godinji sastanak Programskog i
Organizacionog Odbor Simpozija na kojem su izmeu ostalog doneseni sljedei
zakljuci:
1) Prezentovani radovi su omoguili ispunjenje ciljeva Simpozija;
2) Kvalitet radova je na znatno viem nivou u odnosu na predhodne
simpozije;
3) Sve teme omoguavaju primjenu pojedinih segmenata ili rada u cjlini, kod
istih ili slinih problema u drugim dravama;
4) Simpozij je stvorio pretpostavke za multi djelovanje uesnika iz razliitih
drava pri rjeavanju istih problema, tako da u narednom periodu se
oekuju i takvi radovi;
5) Ostaje problem masovnijeg uea (R Srbija, R Crna Gora, R Hrvatska i
Bosna i Hercegovina), pa se nacionalnim koordinatorima i ostalim
sugerie da pokuaju verifikovati ovaj Simpozij kroz program strunog
usavraavanja;
6) Nacionalni koordinatori u narednom periodu trebaju izborom radova
osigurati nauno-struni karakter;
7) Simpozij i dalje ostaje otvoren za druge uesnike, sa akcentom na srednje i
vie kole ali ne limitirajui i visoke ustanove;
8) Zakljuci i radovi u PDF formatu bie objavljeni na web stranici udruenja
IN;
9) Donesena je Odluka da se IV simpozij Interdisciplinarnost logistike i
saobraaja odri u Celju u terminu 03-05.10. 2013.godine.

SADRAJ / CONTENTS
Alija olji, dipl.ing,saob.
BROJ AKTIVNIH I IZRAENIH VOZAKIH DOZVOLA U BIH U 2011. GODINI

..................

Borce Josheski
BEZBEDNOST NA SOOBRAKAJOT PRI KORISTENJE NA MOBILEN TELEFON

.................

19

Duan Radosavljevi
ANALIZA OPRAVDANOSTI POSTAVLJANJA FAST PARKA U ULICI VOJVODE
TANKOSIA U NIU

.................

37

Mr. sci. Emilija Martinevi, dipl.ing.saobr.- Sabahudin Solak, dipl.ing.saobr.

SISTEM KVALITETA U SREDNJIM STRUNIM KOLAMA

..................

46

Puji Goran, dipl. saob. in.

PRIMENA I OGRANICENJE PRIMEME ITS A U REPUBLICI SRBIJI

..................

60

M-r Kozuvarovska Gordana, prof. dipl. inz.

SAOBRACAJNA POLITIKA U FUNKCIJI OBRAZOVANJA SAOBRACAJNIH
KADROVA

.................

78

Katja Bogovi, profesorica angleine in slovenine

ANGLEINA KOT JEZIK STROKE V PROGRAMIH SREDNJEGA STROKOVNEGA
IZOBRAEVANJA: MONOSTI UVAJANJA JEZIKA STROKE V SREDNJEOLSKIH
PROGRAMIH LOGISTINI IN EKONOMSKI TEHNIK

..................

90

Mrit Mustfi,dipl.sb.innr-mir Mustfi,dipl.sb.innr

TURB KRUNT KRSTSNIC FKTR N BZBDNST N
SBRT

.................

111

Midhat Tatli, diopl.ing.saob.

ALTERNATIVE ZA LIJEVA SKRETANJA NA RASKRSNICAMA NA GRADSKIM I
PRIGRADSKIM SAOBRAAJNICAMA

..................

125

Milan Peri, dipl.in.saobraaja

BICIKLISTI KAO UESNICI U SAOBRAAJU

..................

140

Milo Trivi, prof.

LOGISTIKI PODSISTEMI

..................

153

Miodrag Miko Mijovi

Razvoj brodarstva u Crnoj Gori od 1878. do 1991. godine sa posebnim
osvrtom na razvoj Jugooceanije - Kotor i Prekookeanske plovidbe - Bar

.................

165

Nadja Ivi, univ. dipl. in. kemijskega inenirstva

POMEN OZNAEVANJA BLAGA V LOGISTIKI

.................

172

Nikole Spasovski dipl. soob.in

TEST KAJ VOZILATA PREVENTIVNA MERKA ZA PODOBRA KONSTRUKCIJA

NA VOZILATA

.................

192

Petra Seli, prof. nemkega jezika in knjievnosti

VARNO V PROMET PO NEMKO - SPOZNAVANJE IN IZDELAVA PROMETNIH
ZNAKOV PRI POUKU NEMKEGA JEZIKA

..................

208

Mr.Kljaji Sreko dipl.ing.saob.

PRIMJENA ODRIVE MOBILNOSTI U JAVNOM MASOVNOM PREVOZU
PUTNIKA U PODGORICI

.................

220

PROJEKT MOTORISTI, ZMANJAJMO TVEGANOST VONJE VOZIMO

ORANNO - Prizadevanje za vejo varnost motoristov v Pomurju

.................

235

Stanislav Leviar, M.Sc.

IMPLEMENTATION OF BENFORD'S LAW BASED VERIFICATION IN LOGISTICS
INFORMATION SYSTEMS

................

253

Kokot Veronika, univ. dipl. in.

PROMETNA VZGOJA V SREDNJEM STROKOVNEM IZOBRAEVALNEM
PROGRAMU LOGISTINI TEHNIK

..................

269

Dipl.soob.in.Prof. Violeta Sekuloska

KAKO DO POGOLEMA BEZBEDNOST VO SOOBRAAJOT

.................

283

Vlasta Peroti, dipl. ing. prometa

KAKO OSTVARITI SREDSTVA PREDPRISTUPNE POMOI IZ PROGRAMA IPA?

................

301

...............

305

................

317

..................

338

LOGISTINA PODPORA V KOMBINIRANEM PROMETU Z ZAMENLJIVIMI

ZABOJNIKI NA KONTEJNERSKEM TERMINALU LJUBLJANA

................

351

Milo Trivi, prof.

ELEMENTI LOGISTIKOG SISTEMA

..................

363

mag. Sreko TEINER - Boris IBRAT, dipl.var.

Zlatko Petruov, dip.soob.iIng

NOVI BEZBEDNOSNI TEHNOLOGII

Tjaa Geri, univ. dipl. in. iv. tehn. - mag. in. log
POMEN POMORSKIH AVTOCEST ZA POMORSKI TOVORNI PROMET

Boidar ibret, prof. - mag. Roman Krajnc

MESTNE OBVOZNICE

Andrej Pranikar, univ.dipl.in.tehol.promDamijan Kraovec, dipl.in.str.

J.U. SREDNJA KOLA ZA SAOBRAAJ I KOMUNIKACIJE SARAJEVO

Alija olji, dipl.ing.saobr.

BROJ AKTIVNIH I IZRAENIH VOZAKIH DOZVOLA U BIH U 2011. GODINI

Saetak: Primjenom zakona o osnovama bezbjednosti saobraaja na putevima u Bosni i
Hercegovini od 2006. godine, nametla se potreba za informacijama o ukupnom broju aktivnih
i proizvedenih/izraenih vozakih dozvola na nivou cijele Bosne i Hercegovine.
Cilj rada je da prikupi i objavi broj aktivnih i proizvedenih/vaeih vozakih dozvola u Bosni i
Hercegovini u 2010 2011godini, a posebno u 2011 godini kako bi se poluili odgovarajui
zakljuci, koji mogu posluiti u donoenju Strategije sigurnosti drumskog saobraaja u Bosni i
Hercegovini, za naredni period.
Kljune rijei: Bezbjednist saobraaja, vozaka dozvola, aktivna i vaea vozaka dozvola,
evidencija, identifikacioni dokument, razmjena podataka.

1.UVOD
U nastojanju da prikupi i objavi sve podatke iz oblasti cestovnog saobraaja Sektor za
informisanje i dokumentaciju (SID) BIHAMK je pripremio i Informaciju o ukupnom broju
aktivnih i izraenih vozakih dozvola u BIH u 2011. godini.
Podaci o broju aktivnih vozakih dozvola i broju izraenih vozakih dozvola u BiH za
2010.godinu kao i u 2011. godini dobijeni su uglavnom od Agencije za identifikacione
dokumente, evidenciju i razmjenu podataka (IDDEEA).

2.BROJ AKTIVNIH VOZAKIH DOZVOLA U BIH

Prema statistikim podacima dobijenim od Agencije za identifikacione dokumente, evidenciju
i razmjenu podataka u Bosni i Hercegovini u protekloj 2011. godini zakljuno sa 31.
decembrom/prosincem aktivno je bilo 1.348.388 vozakih dozvola.
U tabeli 1. dat je prikaz aktivnih vozakih dozvola u BiH za 2010. i 2011.godinu.

Tabela 1. Ukupan broj aktivnih vozakih dozvola u BiH u 2011.godini

7

Posmatrajui naprijed navedene podatke vidljivo je da je dolo do neznatnog poveanja

ukupnog broja aktivnih vozakih dozvola i to za 17.669 aktivnih vozakih dozvola ili 1,33% u
2011.godini u odnosu na 2010.godinu.
Najvei broj aktivnih vozakih dozvola evidentirano je u Federaciji BiH i to 824.894 ili 61,18
% od ukupnog broja aktivnih vozakih dozvola na podruju BiH, u Republici Srpskoj 488.122
ili 36,20 % od ukupnog broja aktivnih vozakih dozvola na podruju BiH, dok je u Distriktu
Brko aktivno 35.382 vozakih dozvola ili 2,62 % od ukupnog broja aktivnih vozakih
dozvola na podruju BiH
Detaljan prikaz broja aktivnih vozakih dozvola po kantonima u FBiH u 2010. i 2011.godini
dat je u tabeli 2. i dijagramu 1.

Tabela 2. Detaljan prikaz broja aktivnih vozakih dozvola po kantonima u FBiH u 2010.
i 2011.godini
Ukoliko posmatramo navedene podatke (tabela 2.) o broju aktivnih vozakih dozvola po
kantonima u FBiH za 2011.godinu primjetan je blagi porast broja aktivnih vozakih dozvola i
to za 11.866 ili 1,46% u 2011.godini u odnosu na 2010.godinu.
Najvei broj aktivnih vozakih dozvola evidentiran je u Kantonu Sarajevo i to 173.400 ili
procentualno 21,02 % od ukupnog broja aktivnih vozakih dozvola na podruju FBiH u
2011.godini, na drugom mjestu sa veoma malom razlikom u odnosu na Kanton Sarajevo nalazi
se Tuzlanski kanton sa 171.920 aktivnih vozakih dozvola ili 20,84 % od ukupnog broja
aktivnih vozakih dozvola na podruju FBiH u 2011.godini, na treem mjestu nalazi se
Zeniko-dobojski kanton sa brojem od 129.059 aktivnih vozakih dozvola ili 15,65 % od
ukupnog broja aktivnih vozakih dozvola na podruju FBiH u 2011.godini.

Dijagram 1. Grafiki prikaz broja aktivnih vozakih dozvola po kantonima u FBiH za

2011.godinu
Radi boljeg pregleda podataka koji su predstavljeni u tabeli 2. na slici 1. predstavljen je
ukupan broj aktivnih vozakih dozvola po kantonima u Federacije BiH, Republici Srpskoj i
Brko Distriktu.

Slika 1. Prikaz ukupnog broja aktivnih vozakih dozvola u BiH za 2011.godinu

3. PROIZVEDENO/IZRAENO VOZAKIH DOZVOLA U 2011.GODINI

Svake godine u Bosni i Hercegovini se izrauje/proizvodi jedan broj novih aktivnih vozakih
dozvola pa tako i u 2011.godini. Detaljan prikaz proizvedenih vozakih dozvola u BiH po
mjesecima u 2010. i 2011.godini i razlikom u broju proizvedenih/izraenih vozakih dozvola
2010.godine u odnosu na 2011.godinu, dat je u tabeli 3. i dijagramu 2.

Tabela 3. Detaljan prikaz proizvedenih/izraenih vozakih dozvola po mjesecima u BiH

u 2010. i 2011.godini kao i razlika u broju proizvedenih vozakih dozvola za dvije
predhodne godine

Dijagram 2. Grafiki prikaz proizvedenih/izraenih vozakih dozvola po mjesecima u

BiH u 2010. i 2011.godini kao i razlika u broju proizvedenih vozakih dozvola za dvije
predhodne godine.
Posmatrajui podatke prezentirane u tabeli 3. i dijagramu 2. dolazimo do zakljuka da je u
Bosni i Hercegovini u 2011.godini dolo do smanenja izrade/proizvodnje novih vozakih
dozvola i to za 6.654 manje aktivne vozake dozvole u 2011.godini u odnosu na predhodnu ili
procentualno -7 % .
Prema podacima koje smo dobili od Agencije za identifikacione dokumente, evidenciju i
razmjenu podataka BiH (IDDEEA), u BiH u 2011.godini je proizvedeno 85.262 vozakih
10

dozvola i to najvie u mjesecu decembru 7.945 ili 9,32 % od ukupnog broja proizvedenih u
2011.godini.
Na dijagramu 3. daemo grafiki prikaz spolne strukture prvi put proizvedenih/izranih
vozakih dozvola u BiH za period januar-decembar 2011.godine:

Dijagram 3. Procentualno uee prvi put proizvedenih/izraenih vozakih dozvola u

BiH za period januar-decembar 2011.godinu prema spolu
Prema podacima koje smo dobili od Agencije za identifikacione dokumente, evidenciju i
razmjenu podataka BiH (IDDEEA) a za period od 01.01.2011.godine do 31.12.2011.godine
evidentirano je 32% izdatih vozakih dozvola osobama/licima enskog pola, dok je 68%
izdatih vozakih dozvola osobama/licima mukog pola.

4. ODNOS BROJA AKTIVNIH VOZAKIH DOZVOLA I BROJA REGISTROVANIH

CESTOVNIH MOTORNIH VOZILA U BIH ZA 2011.GODINU
Prema podacima koje smo dobili od Agencije za identifikacione dokumente, evidenciju i
razmjenu podataka BiH (IDDEEA), daemo uporedni prikaz broja registrovanih cestovnih
motornih vozila i broja aktivnih vozakih dozvola po entitetima/distriktu u BiH za
2011.godinu:

Tabela 4. Ukupan broj registrovanih cestovnih motornih vozila i broj aktivnih vozakih
dozvola po entitetima/distriktu u BiH za 2011.godinu

5. ZAKLJUAK
Ukoliko posmatramo navedene podatke o ukupnom broju registrovanih cestovnih motornih
vozila i broju aktivnih vozakih dozvola u BiH za 2011.godinu primjeujemo da je broj
11

aktivnih vozakih dozvola vei od broja registrovanih cestovnih motornih vozila u oba
entiteta kao i u Distriktu i to za 322.134 ili 31,39%. Gledano procentualno u FBiH ima 34,84
% vie aktivnih vozakih dozvola nego registrovanih cestovnih motornih vozila, u RS 27,92 %
vie aktivnih vozakih dozvola nego registrovanih cestovnih motornih vozila dok u Brko
Distriktu ima 7,48 % vie aktivnih vozakih dozvola nego registrovanih cestovnih motornih
vozila.
Iz predhodne tabele vidimo da u BiH ima 322.134 vie aktivnih vozakih dozvola nego
registrovanih cestovnih motornih vozila tj. da na 4 aktivne vozake dozvole dou 3 cestovna
motorna vozila ili procentualno izraeno 75 % osoba koji posjeduju aktivnu vozaku dozvolu
posjeduju i vlastito motorno vozilo.
Prema podacima Agencije za statistiku BIH1 u BiH ivi 3.843.126 stanovnika, ako uzmemo da
prosjeno u domainstvu ive 3 stanovnika/osobe, dobijemo da u BiH imamo 1.281.042
domainstava, to vezano za nau analizu znai da u BiH 80,11 % domainstava posjeduje
cestovno motorno vozilo.

LITERATURA
1. Informacija o ukupnom broju aktivnih i proizvedenih/izraenih vozakih dozvola u
BIH u 2011. Godini.
Bosansko Hercegovaki Auto moto klub, Sarajevo, 2011.;
2. Informacija o ukupnom broju aktivnih i proizvedenih/izraenih vozakih dozvola u
BIH u 2010. Godini.
Bosansko Hercegovaki Auto moto klub, Sarajevo, 2010.;
3. Polazne osnove strategije sigurnosti drumskog saobraaja- (2008.-2013.)
Vlada Federacije BIH, Sarajevo, januar 2008.

12

HIGH SCHOOL OF TRANSPORT AND COMMUNICATION, SARAJEVO

Ali olji graduate traffic engineer
THE NUMBER OF ACTIVE AND ISSUED DRIVER'S LICENSES IN
BOSNIA AND HERZEGOVINA IN 2011
Abstract: Having been applying the basics of road traffic safety law in Bosnia and
Herzegovina since 2006. a need emerged for information on the total number of active and
issued driver's licenses for the whole of Bosnia and Herzegovina.
The aim of this article is to collect and publish the number of active and issued driver's
licences in Bosnia and Herzegovina in 2010 - 2011, and especially in 2011 in order to obtain
the appropriate conclusions, which can be used in making road traffic safety strategy in
Bosnia and Herzegovina in the future.
Keywords: Traffic safety, driving license, an active and valid driver's license, records,
identification dataexchange.
1.INTRODUCTION
In an effort to collect and publish all the data about the road transport, the sector for
Information and Documentation (SID) BIHAMK has prepared information on the total number
of active and issued driver's licenses in Bosnia-Herzegovina in 2011.
Data on the number of active driver's licenses and the number of driver's licenses made in BiH
for 2010 as in 2011. were obtained mainly from the Agency for Identification Documents,
Registers and Data Exchange (IDDEEA).
2.THE NUMBER OF ACTIVE DRIVER'S LICENCES IN BOSNIA-HERZEGOVINA
According to statistics obtained from the Agency for Identification Documents, Registers and
Data Exchange, there were 1,348,388 active driver's licenses in Bosnia and Herzegovina by
December 31, 2011.
Table 1 provides an overview of active driver's licences in Bosnia in 2010 and2011

Table 1 The total number of active driver's licenses in Bosnia in 2011

13

Looking at the above data, it is evident that there was a slight increase in the total number of
active driver's licenses, by 17,669 active driver's licenses, or 1.33% in 2011 compared to
2010.
The majority of the active drivers licenses were registered in the Federation of Bosnia and
Herzegovina (824,894 or 61.18% of the total number of active drivers licenses in Bosnia and
Herzegovina) in the Republic of Srpska there were 488,122 or 36.20% of the total number of
active drivers licenses in Bosnia, while in Brcko District 35,382 active driver's licenses or
2.62% of the total number of active drivers licenses in BiH.
A detailed overview of the number of active driver's licenses by cantons in FBiH in 2010 and
2011 will be presented in Table 2 and diagramt 1,

Table 2: A detailed overview of the number of active driver's licenses by cantons in

FBiH in 2010 and 2011
If we look at the data (Table 2) about the number of active driver's licenses by cantons in
FBiH for 2011, there was a slight increase in the number of active drivers' licenses by 11,866
or 1.46% in 2011 as compared to 2010.
The majority of active driver's licenses was recorded in the Canton of Sarajevo (173,400 or
21.02% of the total number of active driver's licenses in FBiH in 2011) in the second place,
with a very small difference compared to the Canton of Sarajevo is the Canton of Tuzla with
171,920 active driver's licenses, or 20.84% of the total number of active drivers' licenses in
the Federation in 2011, the third place was taken by Zenica-Doboj Canton with 129,059
active driver's licenses, or 15.65% of the total number of active drivers licenses in FBiH in
2011.

14

Diagram 1 Graphical representation of active driver's licenses by cantons in FBiH for

2011.
For a better overview of the data presented in Table 2, Figure 1 represents the total number
of active driver's licenses by cantons in the Federation of Bosnia and Herzegovina, the
Republic of Srpska and Brko District.

Figure 1 Displays the total number of active drivers licenses in BiH for 2011

3. LICENCES ISSUED IN 2011.

Every year there is a number of new active driver's licenses produced in Bosnia and and such
is the case with 2011. A detailed overview of produced driver's licenses in by months in 2010
and 2011 and the difference in the number of issued driver's licenses in 2010 compared to
2011, is presented in Table 3 and diagram2.

15

Table 3: A detailed view of issued driver's licenses by months in Bosnia in 2010 and
2011 and the difference in the number of produced driver's licenses for the two years

Diagram 2: A Graphical representation of issued driver's licenses by months in Bosnia

in 2010 and 2011 and the difference in the number of produced driver's licenses for the
two years.
Looking at the data presented in Table 3 and Diagram 2, we come to the conclusion that there
was a decrease in the issuing of new driver's licences in Bosnia and Herzegovina in 2011 by
6654 or -7% compared to trhe previous year.
According to data received from the Agency for Identification Documents, Registers and Data
Exchange (IDDEEA) there were 85,262 drivier's licenses produced in Bosnia in 2011, mostly
in the month of December 7945, or 9.32% of the total produced in 2011.
Diagram 3 provides a graphical representation of the gender structure of the driever's
licences issued for the first time in BiH for the period January to December 2011.

16

Diagram 3 Percentage of participation of driver's licenses issued for the first time in
BiH for the period January to December 2011, by gender.
According to data received from the Agency for Identification Documents, Registers and Data
Exchange (IDDEEA) for a period January 1,2011 to December 31,2011, 32% of driver's
licenses were issued to females, while 68 % of driver's licenses were issued to males.

4 THE RELATIONSHIP BETWEEN ACTIVE LICENCES AND THE NUMBER OF REGISTERED

ROAD MOTOR VEHICLES IN BIH FOR 2011
According to the data received from the Agency for Identification Documents, Registers and
Data Exchange (IDDEEA), we will give a comparative overview of all registered motor vehicles
and the number of active driver's licenses by entities / district BiH for 2011

Table 4 The total number of registered motor vehicles and the number of active
driver's licenses by entities / district BiH for 2011.

5 CONCLUSION
If we observe the information about the total number of registered motor vehicles and the
number of active driver's licenses in BiH for 2011, we note that the number of active driver's
licenses is greater than the number of registered motor vehicles in both entities as well as in
the District by 322,134 or 31.39 %. Percentage-wise the Federation has 34.84% more active
driver's licences than registered vehicles, in the RS 27.92% active driver's licences than
registered vehicles while in the Brcko District there are 7.48% active driver's licences than
registered vehicles

17

From the previous table we see that BiH has 322,134 active driver's licenses more than
registered motor vehicles ie there are 4 active driver's license to three motor vehicles or
75% of people who have an active driver's license and have their own vehicle.
According to the Agency for Statistics of BiH, there are 3,843,126 citizens in BosniaHerzegovina, if we take that the average household has three members, we get that in BiH we
have 1,281,042 households, which related to our analysis means that in BiH 80.11% of
households owns a road motor vehicle.
SOURCES
1. Informacija o ukupnom broju aktivnih i proizvedenih/izraenih vozakih dozvola u
BIH u 2011. Godini.
2. Bosansko Hercegovaki Auto moto klub, Sarajevo, 2011.;
3. Informacija o ukupnom broju aktivnih i proizvedenih/izraenih vozakih dozvola u
BIH u 2010. Godini.
4. Bosansko Hercegovaki Auto moto klub, Sarajevo, 2010.;
5. Polazne osnove strategije sigurnosti drumskog saobraaja- (2008.-2013.)
6. Vlada Federacije BIH, Sarajevo, januar 2008.

18

S.O.U Riste Risteski Ricko Prilep

Dipl.soob.in.Prof. Josheski Borche

BEZBEDNOST NA SOOBRAKAJOT PRI KORISTENJE NA MOBILEN TELEFON

APSTRAKT
Edna od najpopularnite inovacii vo avtomobilskata decenija koja e unapredena vo izminatata
decenija i ima nesto so samiot avtomobil, lugjeto koi gi vozat ili patistata preku koi tie rabotat
e sposobnosta da se imaat telefonski razgovori dodeka vozat.
Pocetocite na mobilnite telefoni se vo 80-tite godini. Od pocetokot na 1984 godina koga prviot
kompleten sistem stana operativen, brojot na korisnicite na mobilnite telefoni porasnal
poveke od dva milioni.
Vo ponatamosniot tekst dadena e slika na upotrebata na mobilni telefoni vo avtomobili,
zemjite vo koi e zabraneto koristenje na mobilni telerfoni pri upravuvanje so motorno vozilo,
bezbednost od koristenje na mobilnite telefoni, odvrakanje od vnimanieto na vozacot za
vreme na vozenjeto, sigurnosni merki pri koristenje na mobilen telefon vo voziloto,
pisuvanjeto na SMS vo tekot na vozenjeto, kako i softver koj go blokira telefoniranjeto pri
vozenje.
Klucni zborovi: Mobilni telefoni, bezbednosta na ucesnicite na soobrakajot, vnimanie na
vozacot za vreme na vozenjeto, sigurnosni merki pri koristenje na mobilen telefon.
UPOTREBA NA MOBILEN TELEFON VO AVTOMOBIL
Upotrebata na mobilnite telefoni i nivnoto koristenje dodeka se vozi e cesta, no kontroverzna
pojava. Poradi pojavata na zacesten broj na prekrsoci i nezgodi, upotrebata na mobilen telefon
se javuva kako trend na zabrana za koristenje na mobilen telefon vo tekot na upravuvanjeto
so motornoto vozilo.
Nekoi drzavi imaat doneseno zakoni za zabrana na racno koristenje na mobilni telefoni vo
tekot na upravuvanjeto so motornoto vozilo, no pritoa e dozvoleno koristenje na uredi za
koristenje na mobilen telefon bez koristenje na racete (hands-free uredi). Vo nekoi zemji
ogranicuvanjata se odnesuvaat samo na odredena kategorija na lica.
Spored sprovedenite studii od ponovo vreme, vooceno e deka vlijanieto na legislativata za
koristenje na mobilni telefoni pri vozenje na motorno vozilo ima znacitelno pogolemo vlijanie
vo gusto naselenite urbani sredini vo odnos na ruralnite sredini so pomal broj na vozila
ucesnici vo soobrakajot. Studijata sprovedena vo drzavata Njujork, pri koja bile analizirani
nivoata na pojava na soobrakajni nezgodi pred i posle voveduvanje na zakonot za
ogranicuvanje na koristenjeto na mobilen telefon pri istovremeno upravuvanje na motorno
vozilo e naslovena kako:,,Vrednuvanje na vlijanieto na legislativata za ogranicuvanje na
19

mobilen telefon vo tekot na vozenjeto. Rabotniot tim spored dobienite rezultati zabelezal
deka ima znacitelno namaluvanje na brojot na nastanati soobrakajni nezgodi po
voveduvanjeto na zabranata za koristenje na mobilen telefon vo tekot na upravuvanjeto so
motornoto vozilo, i toa kaj soobrakajnite nezgodi so fatalni posledici. Isto taka e zabelezano
deka namaluvanjeto na brojot na nastanati soobrakajni nezgodi i nastanati povredi e
poznacitelno vo pogusto naselenite mesta vo odnos na retko naselenite mesta t.e. vlijanieto na
legislativata vo gusto naselenite mesta bilo poznacajno vo odnos na retko naselenite mesta.
Spored toa verojatnosta od nastanuvanje na soobrakajna nezgoda e pogolema dokolku ima
golema gustina na soobrakaj i istovremeno vozacot e rasean t.e. vnimanieto mu e nasoceno
kon mobilniot telefon, sto moze da rezultira so golema verojatnost za nastanuvanje na
soobrakajna nezgoda. Istovremeno dokolku vozacot e rasean t.e. nasocen kon mobilniot
telefon, pritoa gustinata na soobrakajot e mala, togas i verojatnosta od nastanuvanje na
soobrakajna nezgoda e mala. Spored sprovedenoto istrazuvanje blizu 80% za avtomobilskite
nesreki vo SAD se pricinite od odvleceno vnimanie na vozacot vo tekot na upravuvanjeto na
voziloto, sto rezultira so okolu 2 600 zrtvi, 330.000 povredeni lica i okolu 1.5 milion
ostetuvanja na imot. Iako zabranata za koristenje na mobilen telefon vo tekot na
upravuvanjeto ima pomalku vlijanie vo ruralnite sredini, sepak spored sprovedenoto
istrazuvanje zabranata deluva pozitivno vrz ucesnicite vo soobrakajot. Sepak biranjeto na
mobilen telefon se poveke se ottrgnuva od toa korisnicite da zboruvaat na mobilen telefon i
hands-free uredite koi nudat govorno biranje moze da go namalat ili eliminiraat zgolemeniot
rizik za predizvikuvanje na soobrakajna nezgoda.
Spored edna studija od strana na Institutot za avtopatista se utvrdilo deka zakonite koi se
nasoceni protiv pisuvanje na poraki ili ostvaruvanje na povici dodeka voza~ot uprauva so
motorno vozilo se efektivni vo namaluvanje na takvoto odnesuvanje, no ne se efektivni vo
namaluvanjeto na brojot na soobrakajni nezgodi. Od ovie istrazuvanja jasno e deka
upotrebata na mobilnite telefoni vo golema mera se prosiri, kako sto se goleminata i trosocite
na mobilnite telefoni za da prodolzi da se namaluva i potencijalot za bezbednosta i
pogodnosta, a pridobivkite da stanat siroko priznati. Kako rezultat na toa, korisnickata grupa
se zgolemi od sredovecen biznismen za mladi i postari koi cesto pravat licni povici. Od 1990
godina, nacinite na koristenje imaat prefrli od primarniot biznis za da se koristi akcentot na
licna upotreba. Opsto zemeno za sproveduvanje na zakonot na zaednicata e podrskata na
dostapnosta na mobilnite telefoni i nivnata upotreba vo vozilata. Ministerstvoto za vnatresni
raboti podgotvilo zakonski izmeni so koi ke se zabrani upotrebata na mobilni telefoni pri
vozenjeto. Tie izmeni na Zakonot za bezbednost vo soobrakajot bile podgotveni uste vo
januari, 2003 godina. Vo odgovorot od MVR se naveduva deka vo urbanite sredini vo
Makedonija, policijata konstatirala zgolemena upotreba na mobilni telefoni pri vozenje i deka
toa go zgolemuva rizikot po bezbednosta na ucesnicite vo soobrakajot. Makedonskite policajci
vo nedostatok na zakonska regulativa vo ovoj pravec, na vozacite mozat samo da im ukazat na
posledicite od takvite postapki i dobronamerno da gi predupredat.

20

Sl.1 Upotreba na mobilen telefon vo avtomobil

Sekoj vozac koj vo idnina ke se osmeli da zboruva na mobilen telefon dodeka upravuva so
motorno vozilo ke bide sankcioniran so 2.500 denari. Za makedonskite policajci ke bide
dovolno samo da zabelezat deka nekoj vozac drzi mobilka v raka i zboruva dodeka motornoto
vozilo e vo dvizenje, za da vednas go zaprat i mu naplatat kazna od 40 evra na samoto mesto.
Ova e edna od sustinskite novini sto naskoro ke bidat vneseni vo izmenite na Zakonot za
bezbednost vo soobrakajot na patistata sto ja predlaga MVR.
Vo MVR objasnuvaat deka vgraduvanjeto na vakov prekrsok vo postojniot Zakon za
bezbednost e zatoa sto ekspertskite sogleduvanja potvrdile deka zboruvanjeto na mobilen
telefon e neposredna pricina za odvlekuvanje na vnimanieto i za dekoncentracija pri
vozenjeto sto doveduva do soobrakajni nezgodi. Upotrebata na mobilki ne vleguva vo
evidencijata za pricinitelite koi ja zagrozuvaat bezbednosta i predizvikuvaat nezgodi vo
soobrakajot.
Od tuka, vo policijata nema nitu oficijalno registrirani prekrsoci, odnosno nema soobrakajni
nezgodi predizvikani od zboruvanje na mobilen telefon za vreme na vozenjeto.Vo najgolemiot
broj vo Evropa zboruvanjeto na mobilen telefon za vreme na vozenjeto e zabraneto i zatoa se
predvideni razlicni kazni i sankcii. Zasega upotrebata na mobilniot telefon vo avtomobil e
nelegalna vo poveke od 40 zemji, a pogolemiot broj drzavi kaznite gi vovedoa uste vo 2001
godina i tie vo prosek se dvizat okolu 40 evra vo Germanija ili 30 funti (40 dolari) vo Velika
Britanija. Statisticarite vo Velika Britanija presmetale deka vo tekot na minatata godina poradi
zboruvanje na mobilen telefon se predizvikani nekolku iljadi soobrakajni nezgodi i 20
zaginati. Vo Germanija, pokraj zabranata za zboruvanje na mobilen telefon vo motorno vozilo,
postoi zabrana i za zboruvanje za vreme na vozenje na velosiped. Kaznata za ova iznesuva 30
evra, dodeka na grckiot del na Kipar od minatata godina, pokraj zboruvanjeto na mobilen
telefon, zabraneto e i pusenje vo avtomobil. Vklopuvanjeto na makedonskite vo evropskite
soobrakajni pravila ke bide i sustinata na izmenata na Zakonot za bezbednost vo delot na
vozenjeto so soboreni sredni svetla i denje. Toa znaci deka vozacot so sednuvanje vo
avtomobil postojano mora da ima zapaleni farovi, inaku ke bide kaznet.
Se menuva i klasifikacijata na kategoriite za vozaci i se soobrazuva so direktivite koi vazat za
Evropskata Unija. Toa znaci deka segasnite pet kategorii za vozaci :,,A; ,,B; ,,C; ,,D i ,,E se
prosiruvaat na uste dvaesetina potkategorii. Potocno, se precizira za sto se odnesuva
dozvolata, kako na primer : za upravuvanje na kamion so mala prikolka ili samo za sleper.

21

ZEMJI VO KOI KORISTENJETO NA MOBILEN TELEFON E ZABRANETO PRI UPRAVUVANJE

NA MOTORNO VOZILO
Zemjite kade sto koristenjeto na mobilen telefon dodeka upravuvate so motorno vozilo e
nelegalno (zabraneto) se sledni:
Avstralija, Avstrija, Bahrein, Belgija, Brazil, Bugarija,; potoa sledat Cile, Kina, Kolumbija,
Hrvatska, Kipar, Ceska, Danska, Egipet, Etiopija, Finska,Estonija, Francija, Germanija, Grcija,
Hong Kong, Ungarija, Irska, Italija, Jordan, Kenija, Kuvajt, Litvanija, Malezija, Maroko,
Holandija, Nov Zeland, Norveska, Oman, Filipini, Polska, Romanija, Rusija, Srbija, Slovacka,
Slovenija, Juzna Afrika, Juzna Koreja, Spanija, Sri Lanka, Svajcarija, Tajvan, Tajland, Turcija,
Turkmenistan, Ukraina, Obedinetite Arapski Emirati, Obedinetoto Kralstvo, Zimbabve,
Zambija, Soedinetite Amerikanski Drzavi zabraneto samo vo: Arkanzas, Kalifornija,
Konektikat, Kolumbija, Havai, Ilinois, Micigen, NJu DZersi, gradovi na Santa Fe i Albakerki, NJu
Meksiko, NJujork, Severna Karolina (za vozaci pod 18), Ohajo, Oregon, gradovi na Filadelfija,
Iri, Harisburg i Pensilvanija, Teksas zabraneto vo site ucilisni zoni i Vasington;. Kanada
zabraneto samo vo: NJufaundled, Labrador, Kvebek, Nova Skotska, Ontario, Britanska
Kolumbija, Saskacevan i Ostrovot na Princ Edvard; Iran zabraneto samo vo: Teheran;
Meksiko zabraneto samo vo: Meksiko Siti; Pakistan zabraneto samo vo: Islamabad, Indija
zabraneto samo vo: Andra Prades, Madras, NJu Delhi, Kerala i Mumbaj.
Naucnata literatura za opasnostite pri upravuvanje so motorno vozilo i prakanje na tekstualna
poraka od mobilen telefon, ili pisuvanje na poraki dodeka vozacot upravuva so voziloto e
ogranicena. Spored Univerzitetot vo Avstralija vo Istrazuvackiot centar se predvideni silni
dokazi deka isprakanjeto na tekstualnite poraki ima steten efekt vrz bezbednosta na
soobrakajot koj e kriticen za upravuvanjeto so voziloto i prevzemanjeto na preventivni merki.
Potocno, negativnite efekti bea zabelezani vo otkrivanjeto i pravilnoto odgovaranje na
soobrakajnite znaci, otkrivanjeto na opasnosta, vremeto pominato na patot i lateralnata
pozicija. Vo neizdadena studija na Univerzitetot na Juta pronasle sestpati poveke raseanost kaj
vozaci koi se povrzani so nesreki koga ima tekstualni poraki. Spored druga studija
predvodena od Andrej Parkes na prevoz istrazuvacka laboratorija, isto taka, so vozenje
simulator bilo zakluceno deka hands- free telefonskite razgovori gi narusuvaat vozackite
performansi poveke od drugi voobicaeni distrakcii vo voziloto kako patnicki razgovori.
Vo Teksas kako znak za da se izbegne predizvikuvanje na soobrakajni nezgodi se zabranuva
koristenje na mobilni telefoni dodeka se vozi vo periodot od: 07:30 09:30 i 14:00 16:15
casot. Vo Obedinetoto Kralstvo, od 27 fevruari 2007 godina, vozaci koi se fateni so koristenje
na racni mobilni telefoni dodeka vozat, ke imaat tri kazneni poeni dodadeni na nivnata
vozacka vo prilog na paricna kazna od 60 funti. Ova zgolemuvanje na kaznite bilo vovedeno za
da se spreci zgolemuvanjeto na vozacite koi go ignoriraat Zakonot.
Vo Izrael, Japonija, Portugalija i Singapur e zabraneto koristenje na mobilni telefoni dodeka se
vozi, vklucuvajki go i koristenjeto na hands- free uredite. Nov Zeland zabrani upotreba na
racno drzenje na mobilni telefoni od 1 noemvri 2009 godina. Vo mnogu drzavi od SAD e
zabraneto da se pisuva tekst na mobilni telefoni dodeka se vozi. Ilinois stana 17 Amerikanska
drzava vo koja se sprovede ovoj Zakon. Tekovnite zakoni koi zabranuvaat koristenje na
mobilen telefon pri upravuvanje so motorno vozilo vo Njujork i Konektikat se pokazaa kako
22

neefikasni. Procentot na prestapnicite se namali od 2,3 % do 1,1 %, no otkako bese vo sila

Zakonot za edna godina procentot se zgolemi na 2,1%, sto ne e znacitelno razlicen od pred
zabranata.
BEZBEDNOST OD KORISTENJE NA MOBILEN TELEFON
Koristenjeto na mobilen telefon pretstavuva opasnost za vozacot za vreme na vozenjeto.
Dosega nema dokazi deka upotrebata na slusalki pretstavuva opasnost za motorite vo
javnosta. Postoi sansa na doznavanjeto za vklucuvanje na mobilnite telefoni vo nesreki od
izvestai koi se obicno podgotveni od strana na policijata ili vozacite. Rana studija na Braun,
Tikner i Simonds pokaza deka upotrebata na mobilen telefon dodeka se vozi ima efekt vrz
rutinskite vozacki sposobnosti, no ne i nanesuvaat steta na percepcijata na prazninite vo
soobrakajot. Druga ponova studija od Stajn, Parsegian i Alen pokaza znacitelna degradacija
koga se postavuvaat telefonskite povici vo pravec na vozenjeto ili na krivinite so postari
drajveri pokazuva pogolema efikasnost na degradacija. Efektot koristen vrz perceptualnite
odgovori na vozacite moze da pretstavuva pogolema zakana za bezbednosta od nejzinoto
mesanje so kontrolata na voziloto. Perceptualnite procesi igraat daleku pogolema uloga vo
avtomobilskite nesreki otkolku so kontrolata na voziloto.
,,Raseanosta i ,,nevnimanieto se dve vodecki greski koi pridonesuvaat za avtomobilskite
nesreki. Stepenot do koj mobilniot telefonski povik se mesa so kontrolata na voziloto moze da
se namali so biranje na pomosnici ili so stavanje na povici samo koga uslovite dozvoluvaat
odmor spored baranjata na kontrolata na voziloto. Intenzivniot biznis razgovor moze da go
prenasoci vnimanieto na vozacot do toj stepen sto znaci potencijalnata opasnost moze da se
zanemaruva. Istrazuvanjeto na korisnicite na mobilnite telefoni sprovedeno vo vrska so ovaa
studija pokaza deka vo prosek 72% od razgovorite se za delovni celi. Prasanjata od
sogleduvanjeto na bezbednosta i rizikot od koristenjeto na mobilnite telefoni vo tekot na
upravuvanjeto na vozilototo se isto taka naglaseni vo podatocite na istrazuvanjeto. Na primer,
neodamnesnata anketa od strana na spisanie za prevencija pokaza deka 18% od ispitanicite
veruvaat deka upotrebata na mobilnite telefoni gi ottrgnuva dodeka tie vozat, dodeka 85% od
ispitanicite barem povremeno koristat mobilen telefon dodeka upravuvaat so motornoto
vozilo. Istrazuvanjeto isto taka posoci deka 70% od vozacite koristat mobilni telefoni so sto
poveke go ottrgnuva vnimanieto na vozacot i koristenjeto na radio vo avtomobilot.
Istrazuvanjata neodamna objaveni od strana na Nacionalnata bezbednost na soobrakajot na
avtopat upravata pronajdoa slicni nacini na koristenje na mobilni telefoni. Vozackoto
nevnimanie se ocekuva da bide faktor vo megju 20 do 50 % na site policiski prijaveni nesreki.
Reseanosta na vozacot pod kategorija na nevnimanie se procenuva da bide faktor sto
pridonesuva vo 8-13 otsto od site nesreki. Faktorite koi pridonesuvaat za soobrakajni nezgodi
pri koristenjeto na mobilen telefon se dvizat od 1,5 do 5 Intenzivniot rast vo bezzicnite
komunikacii i industrijata vo tekot na izminatite deset godini bese prosleden so zgolemenata
zagrizenost za potencijalni opasnosti na vozacite koristejki uredi za bezzicna komunikacija vo
vozilata.

23

Sl.2 Bezbedno koristenje na mobilen telefon vo avtomobil

ODVRAKANJE (ODBIVANJE) OD VNIMANIETO NA VOZACOT ZA VREME NA VOZENJETO
Razgovorite koi se slucuvaat na mobilen telefon se isto taka mozen nacin na odvrakanje. So
testiranje na odvrakanjeto na dve nivoa na razgovor ne e pretpostaveno deka intenzivnite
mobilni telefonski razgovori se navistina pointenzivni otkolku razgovorite so patnici cie nivo
na intenzitet e promenliva koja bara studija. Vo ovaa diskusija poimot,,zabava se odnesuva na
prenasocuvanje na vnimanieto od vozenjeto proizvedeno od strana na nekoja situacija.
Pozicijata na primarna griza se razbira e koristenjeto na mobilnite telefoni. Samo koga
vozacot e rasean od aparaturata, toa e za vreme na cinot na spustanjeto na povikot. Duri i
koga biranjeto na rampa e staveno na tabla i se sece vo blizina na linijata na ocite, vnimanito
treba da bide prenasoceno kon patot napred. Postojat dokazi deka koga lugjeto koi go
fokusiraat svoeto vnimanie vrz eden stimul, tie mozat da ne uspeat da sogledaat uste eden
pottik oddelen od prviot tuku nekolku stepeni na vizuelniot agol. Za da se proceni efektot na
spustanjeto na povikot vrz vozacot, subjektite baraat razlicni tocki na postapka za testiranje
za da go birate brojot daden usno od strana na eksperimentatorot. Za da se izmeri efektot na
razni akti vo ottrgnuvanjeto na vnimanieto, tie treba da bidat sposobni da gi sporedat vo
sostojba koja ne nudi zabava tuku ednostavno vozenje na avtomobil. Lugjeto vo ovaa situacija
moze da se najdat vo raboti koi go okupiraat nivnoto vnimanie okolu vozenjeto so toa sto tie
ke bidat najmalku oslobodeni od bilo kakvo planirano odvrakanje.

Sl.4 Odvrakanje od vnimanieto na vozacot za vreme na vozenjeto

24

Pette uslovi za sozdavanje na razlicni vidovi i stepeni na odvrakanje se sledni :

1. Nema odvrakanje otsustvo na bilo koja planirana zabava ;
2. Postavuvanje na povik za biranje na telefonski broj na kopceto za povik se naogja vo blizina
na linijata na vidot na vozacot ;
3. Nevrzan razgovorsocijalno Chitchat pomegju subjektot i eksperimentatorot;
4. Intenziven razgovor predmeti za resavanje na problemite prezentirani usno od
eksperimentatorot ;
5. Tuning radio podesuvanje na avtomobilskoto radio do preopredelenite stanici.
So efektot na mobilniot telefon, upotrebata na podstudija bese stepenot na odvrakanje od
osnovnite zadaci na vozenjeto. Raseanosta sama po sebe ne e direktno vidliva. Toa e
hipoteticka konstrukcija sto objasnuva zosto izvrsuvanjeto na nekoja zadaca e degradirano vo
prisustvo na odredeni uslovi.
Vo ovoj slucaj pretstavata degradacija stanuva merka na odvrakanje.
Efikasnosta na zagrizenost vo segasnata sudija bese percepcijata na vozacot za onie elementi
na soobrakajot na avtopat koi imaat potreba od vozacot da napravi nesto.
Od primarna vaznost se onie situacii vo koi vozacot mora da stori nesto za da ja spreci
nesrekata., a nesto pomalku zagrizenost za opstestvoto se onie odgovori deka toa im
ovozmozilo na vozacite da dobijat odgovor kade taa nesreka se slucila.
Vo ovaa studija i vozacot i opstestvoto bea vredni kako indikatori na percepcija i zatoa sekoj
go ottrgnuva efektot za koristenje na mobilen telefon.
Merkata na odvrakanje e razlikata pomegju odgovorite koi se slucuvaat koga nikoj ne ja
ottrgnuva sostojbata koja bila prisutna i ona sto se slucuva vo ramkite na cetirite uslovi na
odvrakanje za izmislica na nezavisnata promenliva. Dve odgovorni merki koi bea obraboteni
se sledni :
1. Naogjanje na odgovor bez razlika dali ili ne vozacot odgovori ;
2. Vreme na odgovor kolku dolgo mu e ovozmozeno na vozacot da odgovori.
Ovie dve merki se sostaven del na zavisnata varijabila koja se proucuva vrz osnova na
raseanosta koja se pripisuva na sekoja od potencijalnite distrakcii koi bile vo funkcija na
razlikata pomegju taa sostojba i sostojbata bez raseanost vo odnos na naogjanjeto na odgovor
i vremeto na odgovor.
SIGURNOSNI MERKI PRI KORISTENJE NA MOBILEN TELEFON VO VOZILO
Imajki vo predvid deka spored poslednite naucni soznanija koristenjeto na mobilen telefon pri
vozenje e mosne opasno, duri i koga vozacot koristi hands-free komplet (avto komplet,
slusalki) se preporacuva da ne se telefonira dodeka vozacite vozat, tuku da go koristat
25

mobilniot telefon samo koga voziloto e parkirano. Koga telefonot e vklucen, toj ispraka
branovi koi sto mozat da ja rastrojat normalnata rabota na elektronskite sistemi vo
avtomobilot, kako sto se : ABC sistemot za kocenje, vozdusnite pernicinja (Airbag) itn.
Za da se namali toa vlijanie potrebno e vozacot :
- da ne go ostava mobilniot telefon nikogas na komandno-signalnata tabla ili vo zonata na
otvoranje na vozdusnite pernicinja ;
- da se informira kaj proizvoditelot ili kaj prodavacot na avtomobilot dali elektronskite sistemi
na avtomobilot se dobro izolirani.
PISUVANJE NA ,,SMS VO TEKOT NA VOZENJETO

Sl.5 Pisuvanje na SMS za vreme na vozenjeto poopasno od alkoholizam i drogiranost

Istrazuvanjeto koe go sprovede Britanskata sluzba za soobrakajni nesreki pokazalo deka
pisuvanjeto na SMS vo tekot na vozenje avtomobil e poopasno duri i pri vozenje vo
alkolizirana sostojba ili pod dejstvo na droga. Istrazuvanjeto bilo sprovedeno vo simulator, na
17 vozaci na vozrast pomegju 17 i 24 godini. Ova istrazuvanje pokazalo, kako vremeto na
reakcija na vozacite dodeka pisuvaat ili prakaat SMS, se usporilo duri i za 35 %, vo sporedba
so vozacite koi bile vi alkolizirana sostojba, reakcijata im se namalila za 12 %, a onie koi bile
pod dejstvo na droga za 21 % ( vo ramkite na zakonski dozvolenite granici ). Istrazuvanjeto
pokazalo deka i kontrolata na vozacot nad voziloto, kaj vozacite koi koristat mobilen telefon
za vreme na vozenjeto, se namalila za duri 91 %. Kaj onie koi bile pod dejstvo na droga se
namalila za 35 %. Isto taka vozacite koi go koristat mobilniot telefon pri tekot na vozenjeto
imaat pomala sposobnost za odrzuvanje na potrebnata oddalecenost od vozilata pred niv,
kako i cesto vozenje preku belata linija.
Dodeka vozacite prakaat SMS, ednata raka im e na mobilniot telefon, namesto na volanot, a
ocite im se nasoceni kon mobilniot citajki sitni znakovi, namesto da vnimavaat na patot. Isto
taka, voopsto ne se skoncentrirani na vozenjeto tuku na ogovorot na porakata. Kombinacijata
na ovie efekti rezultira so zgolemuvanje na rizikot za soobrakajni nesreki, vo odnos na
slucajot koga ste konzumirale alkohol vo ramkite na dozvolenoto.
Prethodnoto istrazuvanje, britanskata laboratorija go sprvela na poveke od 2.000 vozaci, na
vozrast pomegju 18 i 24 godini . Istrazuvanjeto pokazalo deka 50 % od mladite Britanci
pisuvaat ili citaat SMS poraki pri tekot na vozenjeto. Istovremenoto vozenje i zboruvanjeto na
26

mobilen telefon e prilicno opasen potfat koj od 2005 godina e zakonski sankcioniran i
nezadovolen i kaj nas. Sepak celosnata dostapnost na korisnicite se odnesuva i na vremeto
koe vozacite go pominuvaat vo svoite avtomobili i za poveketo od niv prilicno e tesko da se
odbie povik osobeno koga primatelot znae koj go povikuva ili pak povikot se odnesuva na
nekoja rabota koja toj saka da ja zavrsi
SOFTVER KOJ BLOKIRA TELEFONIRANJE PRI VOZENJE
Kanadskata kompanija,,Aegis Mobility lansirase bezbednosen ured koj gi sprecuva vozacite
da koristat mobilnite telefoni. Uredot avtomatski go prekinuva povikot ili porakata ako
voziloto e vo dvizenje, a softverot na onoj koj povikal mu javuva deka liceto vozi i bara da mu
ostavi poraka.
Vo kanadskata kompanija se nadevaat deka nivniot,,Drive Assist sistem ke im bide ponuden
na vozacite so mesecna nadohnada. Vozacite koi pri vozenjeto koristat mobilen telefon imaat
za cetiri pati pogolema sansa da napravat sudir, za razlika od onie koi ne telefoniraat,
pokazuvaat podatocite na britanskoto drustvo za sprecuvanje na nesreki koe sto informiranje
go preneslo BiBiSi.
Koristenjeto na mobilen telefon pri vozenje vo Britanija e nelegalno od dekemvri 2003 godina
i na prekrsocite im sledi kazna od 60 funti. Minatata godina vozacite koi koristele mobilen
telefon predizvikale 25 sudiri so fatalni posledici, 64 teski i 259 polesni nesreki, pokazuvaat
podatocite od Ministerstvoto za soobrakaj.
Istrazuvanjeto na grupata za nadzor RAC pokazalo deka na polovina od vozacite dosta im
smetaat i drugite uredi vo avtomobilot, kako CD pleerot i uredot za satelitska navigacija. Kaj
mladite procentot na onie na koi im smetaat uredite e uste pogolem.

Sl.6 Zboruvanje na mobilen telefon za vreme na vozenje

Koristena literatura:
1. http://montgomeryal.gov/modules/ShowDocument.
2.http://www.starbulletin.com
3.http://www.itbusinessedge.com/
4.http://abclocal.go.com/
27

S.O.U Riste Risteski Ricko Prilep

Dipl.soob.in.Prof. Borce Josheski

Graduated Traffic Engineer Professor Josheski Borche

BEZBEDNOST NA SOOBRAKAJOT PRI KORISTENJE NA MOBILEN TELEFON

INTRODUCTION
Use of mobile phones while driving is more common in road traffic but it is very
dangerous because of the increasing number of accidents and accidents associated with the
use of mobile phones while driving cars.
The beginnings of mobile phones in the 80's. Since the beginning of 1984 when the first
complete system became operational, the number of users of mobile phones has grown more
than two million. By the mid-90s when mobile services will be available in the most populated
places in the U.S., the number of subscribers is expected to increase between ten and twenty
million. While cell phones are indeed elements of communication rather than transport, their
potential impact on the previously mentioned this is quite big.
The prospect of 20 million drivers have the opportunity to place, receive or deal with a phone
call while driving not something easy as ignore. Research showed that the use of mobile
phones do not interfere significantly with the ability to control the car except for elderly
where potentially dangerous trips may occur in the forest.
But the effect of mobile phones as a possible way of deterrence has not been studied.
USE OF MOBILE PHONE IN THE CAR
The use of mobile phones and their use while driving is common but controversial
phenomenon. Because the incidence of occurrence number of violations and accidents, the
use of mobile phone appears as a trend to ban the use of mobile phone over the management
of motor vehicle.
Some states have passed laws prohibiting the manual use of mobile phones over the
management of motor vehicle, but he allowed the use of devices using a cell phone without
using hands (hands-free devices). In some countries restrictions only apply to certain
categories of persons.
According to studies conducted recently, we observed that the impact of legislation on using
mobile phones while driving a motor vehicle has a significantly greater impact in densely
populated urban areas compared to rural areas with fewer vehicles on road. A study
conducted in New York State, which was analyzed at the levels of occurrence of accidents
before and after introduction of legislation restricting the use of cell phone while
simultaneously managing the motor vehicle is titled, Evaluation of the impact of legislation to
restrict cell phone while driving. " The working team under the results noted that a significant
reduction in the number of accidents occurring after the introduction of the ban on using cell
28

phone in the management of motor vehicle and the traffic accidents with fatal
consequences. It is also noted that reducing the number of accidents occurred and caused
injury is more significant in densely populated areas compared to sparsely populated areas
i.e. impact of legislation in densely populated areas was significant compared to sparsely
populated areas. Thus the probability of occurrence of accident is greater if a high density of
traffic and while the driver is distracted, i.e. attention is directed towards the mobile phone,
which can result in high probability of occurrence of the accident. At the same time if the
driver is distracted, i.e. directed towards the mobile phone, while the density of traffic is
small, then the probability of occurrence of accident is low. According to survey nearly 80% of
car accidents in the U.S. causes distracted attention from the driver in the management of the
vehicle, resulting in approximately 2,600 deaths, 330,000 injured and 1.5 million damages to
property. Although the ban on using cell phone over the management has less impact in rural
areas, however, according to survey the prohibition act positively on participants in
traffic. Still dialling a cell phone are more distracting than talking to users of mobile phone
hands-free devices that offer voice dialling can reduce or eliminate the increased risk of
causing a car accident.
According to a study by the Institute of highways established that laws against writing emails
or making calls while driving a motor vehicle is effective in reducing such behaviour, but not
effective in reducing the number of traffic accidents. From these studies it is clear that the use
of mobile phones greatly expanded, such as size and cost of mobile phones continue to shrink
and potential security and convenience, and the benefits become more widely recognized. As
a result, the user group rose from middle-aged businessman for young and elderly who often
make personal calls. Since 1990, usage patterns have shifted from primary business to use the
accent on personal use. Generally the law enforcement community is supporting the
availability of mobile phones and their use in vehicles. Ministry of Interior prepared the legal
changes that would prohibit the use of mobile phones while driving. These amendments to
the traffic safety have been prepared in January, 2003. The response from the Ministry states
that in urban areas in Macedonia, police concluded the increased use of mobile phones while
driving and that it increases the risk to the security of road users. Macedonian police in the
lack of legislation in this direction, drivers are only to indicate the consequences of such
actions and benevolently warn.

Fig.1. Use of mobile phone in car

29

Any driver who in future will dare to talk on a cell phone while he drives a motor vehicle will
be sanctioned with 2,500 denars. For the Macedonian officers will be enough to notice that a
driver holding mobile phone hand and talk while the vehicle is in motion, to immediately stop
and shall charge a penalty of 40 euros on the spot. This is one of the essential innovations that
will soon be incorporated in amendments to the traffic safety on the roads proposed by the
Ministry.
The Interior Ministry explained that the incorporation of this violation in the existing law on
security is as expert observations confirmed that talking on a mobile phone is the immediate
cause of distractions and de concentration driving leading to accidents. Using mobile phone
not included in the records of causes that jeopardize safety and cause traffic accidents.
From here, the police will not officially registered offences, i.e. no traffic accidents caused by
talking on a cell phone during driving. In largest number in Europe talking on cell phone while
driving is prohibited and therefore provided different penalties and sanctions. Now use the
mobile phone in a car is illegal in more than 40 countries and most states the penalties
imposed since 2001 and they average around 40 euros in Germany or 30 pounds (40 dollars)
in Great Britain. Statisticians in the UK calculated that over the last year for talking on cell
phone caused several thousand traffic accidents and 20 deaths. In Germany, despite a ban on
talking on cell phone in a motor vehicle, and a ban on speaking during cycling. The penalty for
this is 30 euros, while the Greek part of Cyprus last year, despite talking on mobile phone is
banned smoking in cars. Adaptation of Macedonia in the European traffic rules will be the
essence of the amendment to the Law on safety in terms of ride toppled high lights during the
day. This means that the driver sitting in the car constantly must have headlights lit,
otherwise you will be punished.
Changes and the classification of categories of drivers and comply with the directives
governing the European Union. This means that the five categories of drivers:,, A ";,, B",,, C ",,,
D 'and E" are extended to another two dozen subcategories. Specifically, details for which the
license applies, such as: management of a small truck with a trailer or just trailers.
COUNTRIES IN WHICH THE USE OF MOBILE PHONE IS NOT IN CONTROL OF THE
VEHICLE ENGINE
Countries where the use of cell phone while driving a motor vehicle is illegal (forbidden) are
as follows: Australia, Austria, Bahrain, Belgium, Brazil, Bulgaria, followed by Chile, China,
Colombia, Croatia, Cyprus, Czech Republic, Denmark, Egypt, Ethiopia, Finland, Estonia, France,
Germany, Greece, Hong Kong, Hungary, Ireland, Italy, Jordan, Kenya, Kuwait, Lithuania,
Malaysia, Morocco, Netherlands, New Zealand, Norway, Oman, Philippines, Poland, Romania,
Russia, Serbia, Slovakia, Slovenia, South Africa, South Korea, Spain, Sri Lanka,
Switzerland, Taiwan, Thailand, Turkey, Turkmenistan, Ukraine, United Arab Emirates, United
Kingdom, Zimbabwe, Zambia, United States - banned only in: Arkansas, California,
Connecticut, Columbia, Hawaii, Illinois, Michigan, New Jersey cities of Santa Feand
Albuquerque, New Mexico, New York, North Carolina (for drivers under 18), Ohio, Oregon, the
city of Philadelphia, Erie, Harrisburg and Pennsylvania, Texas - prohibited in all school zones
and Washington,. Canada - banned only: New foundlend, Labrador, Quebec, Nova Scotia,
30

Ontario, British Columbia, Saskatchewan and Prince Edward Island, Iran - banned only in:
Tehran, Mexico - banned only in: Mexico City, Pakistan - banned only in: Islamabad, India banned only: Andhra Pradesh, Chennai, Delhi, Kerala and Mumbai.
The scientific literature on the dangers when driving a motor vehicle and sending a text
message from mobile phone or writing emails while the driver operated the vehicle is
limited. According to University in Australia at the Research Center provided strong evidence
that sending text messages a detrimental effect on road safety which is critical for managing
vehicle and taking preventive measures. Specifically, adverse effects were observed in
detecting and responding to the proper road signs, detection of hazards, time spent on the
road and lateral position. The unreleased study by University of Utah found six times more
distraction for drivers associated with accidents when there is text messaging. In another
study led by Andrew Parkers of transport research laboratory, also with a driving simulator
was concluded that hands-free phone conversations disrupt driving performance more than
other common distraction in the vehicle as passenger conversations.
In Texas as a sign to avoid causing accidents are prohibited from using cell phones while
driving in from: 07:30 to 09:30 and 14:00 to 16:15 pm. In the United Kingdom, from February
27, 2007, drivers caught using hand-held mobile phones while driving will have three penalty
points added to their license in addition to a fine of 60 pounds. This increase in penalties was
introduced to prevent the increase in drivers who ignore the law.
In Israel, Japan, Portugal and Singapore is barred from using cell phones while driving,
including the use of hands-free devices. New Zealand banned the use of hand when holding
the mobile phones of November 1, 2009. In many countries the U.S. is forbidden to write text
on cell phones while driving. Illinois become the 17th U.S. state in which they implement this
law. Current laws prohibit use of cell phone while driving a motor vehicle in New York and
Connecticut have proven ineffective. The percentage of offenders fell from 2.3% to 1.1%, but
after the law was in effect for one year percentage increase of 2.1%, not significantly different
from the ban.
SAFETY OF USE OF MOBILE PHONE
Using a mobile phone presents a risk to the driver while driving. So far no evidence that the
use of headphones is a danger to the motoring public. There is a chance of finding out the
involvement of cell phones in accidents of reports are usually prepared by the police or
drivers. An early study of Brown Tikner and Simmonds showed that using a mobile phone
while driving affects the routine driving skills, but not hurt the perception of gaps in
traffic. Another recent study by Stein, Parsegian and Allen showed significant degradation
when placing telephone calls in the direction of driving or cornering with older drivers
showing greater efficiency of degradation. The effect used on the perceptual responses of
drivers may pose a greater threat to the safety of its interference with control of the
vehicle. Perceptual processes play a far greater role in automobile accidents than the control
of the vehicle.
Distraction 'and' negligence 'two leading errors that contribute to automobile accidents. The
degree to which the mobile phone call mix control of the vehicle can be reduced by choosing
31

assistants or by placing calls only when conditions allow holidays according to the control of
the vehicle. The perception process is subjected to the greatest decline in the population
whose driving is the oldest and run by older drivers. Mixing phone call perception and
cognitive processes involved in driving the car is primarily physical and has to do with the
location of the dial mechanism, visibility of keys, etc..
Distraction according to results from the provision of telephone conversations is largely
mental, and is greatly influenced by the nature of the conversation, especially the amount of
requests for attention. Intense business conversation may divert the attention of the driver to
the point that means potential danger can not be overlooked. The survey of users of mobile
phones conducted in connection with this study showed that on average 72% of calls are for
business purposes. Issues of perception of safety and risk from using mobile phones over the
management of car are also highlighted in the survey data. For example, a recent survey by
Prevention magazine found that 18% of respondents believe that the use of cell phones
distracting while they drive, while 85% of respondents at least occasionally use a cell phone
while driving a motor vehicle. The survey also indicated that 70% of drivers use mobile
phones more distracting the attention of the driver and use the radio in the car. Research
recently published by the National Traffic Safety Highway Administration found similar ways
of using mobile phones. Driver inattention is expected to be a factor in between 20 to 50% of
all police reported crashes. Distraction river under the category of negligence is estimated to
be a contributing factor in 8 to 13 percent of all accidents. Factors that contribute to accidents
while using cell phone range from 1.5 to 5%. But a large percentage of unknown causes in
each of these categories can cause inaccuracies in the calculations. In 2001, a study sponsored
by the American Automobile Association recorded, unknown driver status for attention ", for
41.5% of accidents and, Unknown distraction" in 8.6 percent of all disincentives related
accidents. According to NHTSA, it is clear that inadequate reporting of accidents. Measures for
traffic safety believe the number of fatal accidents is 100,000 drivers annually and the number
of personal injury is 1,000 drivers annually. The intensive growth in wireless communications
industry over the past ten years has been accompanied by growing concerns about potential
dangers to drivers using wireless communication devices in vehicles.

Fig. 2 Safe use of mobile phone in car

32

RECOMMENDATIONS OF THE MISSION OF THE NATIONAL TRAFFIC SAFETY

The mission of the National Traffic Safety Highway Administration is to save life, prevent
injuries and reduce traffic related health care and other economic costs. Agency develops,
promotes and implements effective educational engineering and implementation of programs
for prevention or mitigation of motor vehicle accidents and reduce the economic costs
associated with vehicle use and highway travel.
During June 1996, Japanese National Police Agency conducted a program to investigate
accidents that focused on the use of mobile phones. The results of this project are also
considered as individual case studies are described to illustrate the circumstances that can
lead to serious accident.
The purpose of this report is to assess the current state of knowledge regarding the impact of
mobile phones on drivers of motor vehicle while driving, and research on security issues
associated with this use of mobile phones. Increase the use of mobile telephony is a
phenomenon that crosses all ages and gender boundaries. Most of the latest electronic
devices, i.e. mobile phones have become an integral part of our business and personal
life. They are used to schedule appointments, broker deals, call for assistance, report
emergencies and maintain contacts with their relatives. Currently about 9% of more than 50
million mobile phones in use in the U.S. are owned by people who have less than 24
years. Many surveys are conducted by industry and other interested groups in attempts to
characterize
the
role
that
mobile
phones
play
in
American
society.
Deterrence (refusing) the attention of the driver while driving.
Discussions taking place on mobile phone are also possible means of distraction. By testing
distraction two levels of conversation is not assumed that intensive mobile phone calls are
really stronger than conversations with passengers whose level of intensity is a variable that
requires study. In this discussion the term, party "refers to divert attention from driving
produced by any situation. The position of prime concern of course is the use of mobile
phones. Only when the driver is distracted by the apparatus, it is during the act of placing the
call. Even when dialling pad is placed on the board and cut near the line of sight, attention
should be diverted to the road ahead. There is evidence that when people focus their attention
on one stimulus, they can fail to see another incentive separate from the first but a few
degrees of visual angle. To assess the effect of placing the call on driver subjects require
different points of the test procedure to dial the number given orally by the experimenter. To
measure the effect of various acts gives the attention they need to be able to compare the
situation that offers no fun just driving the car. People in this situation can be found in things
that occupy their attention on driving it as they would at least be free of any planned
diversion.

33

Fig. 4 Deterrence of the attention of the driver while driving

The five conditions for the creation of various types and degrees of distraction are as follows:
First No distraction - the absence of any planned entertainment;
The second Placing a call to dial a phone number to call button located near the line of sight of
the driver;
The third Caged-social Chit-chat between subject and experimenter;
The fourth Intense conversation - subjects to solve problems presented orally by the
experimenter;
The fifth Tuning the radio - tuning the vehicle to predefined radio stations.
The effect of mobile phone use was study degree of distraction from the primary task of
driving. Distraction itself is not directly visible. It is a hypothetical construct that explains why
the execution of a task is degraded in the presence of certain conditions.
Of prime importance are those situations in which the driver must do something to prevent
the accident. And less concern for society are those responses that enable drivers to obtain a
response where the accident occurred.
In this study, driver and society were valuable as indicators of perception and because
everyone is distracting effect of using a cell phone.
SAFETY MEASURES IN USE OF MOBILE PHONE IN THE VEHICLE
Considering that according to recent scientific findings using cell phone while driving is very
dangerous, even when the driver uses hands-free kit (auto kit, headphone) are advised not to
call while drivers are driving, but to use the mobile phone only when the vehicle is
parked. When the phone is turned on, it sends waves that can disorder the normal operation
of electronic systems in cars, such as: ABC braking system, airbags (Airbag) etc...
To reduce this impact driver is required:
- Do not leave mobile phone never command signal board or in the zone of open air bags;
- To inform the manufacturer or the seller of the car if the car's electronic systems are well
insulated.
Writing,, SMS "while driving more dangerous than alcoholism and drugs .
34

Fig. 5 Writing SMS while driving more dangerous than alcohols and drugs
Survey conducted by the British Office for traffic accidents showed that the writing of SMS
during driving is dangerous even when driving alcohols, condition or under the influence of
drugs. The survey was conducted in the simulator, 17 drivers aged between 17 and 24
years. This research has shown, as reaction time of drivers while write or send SMS, are
delayed even by 35%, compared with drivers who were you alcohols state reaction decreased
by 12%, and those who were under the influence of drugs by 21% (within legal
limits).Research has shown that control of the driver of the vehicle, the drivers who use cell
phone while driving is reduced by even 91%. Among those who were under the influence of
drugs decreased by 35%. Also drivers who use mobile phone while driving over a lesser
ability to maintain a proper distance from vehicles ahead of them, and often drive over the
white line.

Sl.6 Speaking of cell phone while driving

While drivers send SMS, one hand is the mobile phone instead of the wheel and their eyes are
directed towards the mobile reading small signs, rather than watch the road. Also, do not
focus on the ride but the response message. The combination of these effects result in
increased risk of accidents in relation to the case when you consumed alcohol within the limit.
Previous research, the British lab conducted more than 2,000 drivers, aged between 18 and
24 years. The survey showed that 50% of young Brits write or read SMS messages in the
35

course of driving. Simultaneous driving and talking on cell phone is pretty dangerous
enterprise which since 2005 has been legally sanctioned and dissatisfied with us. However
the full availability of users refers to the time drivers spend in their cars and most of them
quite difficult to refuse a call especially when the recipient know who calls or call refers to a
job that he wants to complete.
Software that blocks the telephone while driving.
Canadian company,, Aegis Mobility "has launched a safety device which prevents drivers using
mobile phones. The device automatically disconnects the call or message if the vehicle is in
motion, and software that appears to call him the man driving and looking to leave a message.
The Canadian company is hoping that their,, Drive Assist "system will be offered to drivers
with a monthly amount. Drivers driving cell phone use have four times more likely to make a
collision than those who do not telephone, according to the British Society for the Prevention
of Accidents which information transported the BBC.
Using a cell phone while driving is illegal in Britain from December 2003 and the offences
they track fine of 60 pounds. Last year, drivers who used mobile phone caused collisions with
25 fatalities, 64 serious and 259 minor accidents, according to the Ministry of Transport.
Investigation of group supervision RAC found that half the drivers are fairly considered and
other devices in the car, like CD player and satellite navigation device. Youth percentage of
those who consider the devices is even greater.
References:
1. http://montgomeryal.gov/modules/ShowDocument.
2.http://www.starbulletin.com
3.http://www.itbusinessedge.com/
4.http://abclocal.go.com/

36

Duan Radosavljevi dipl. saob. Ing., Visoka tehnika kola

strukovnih studija Ni
Marjana Radosavljevi dipl. saob. ing, JKP Parking servis Ni

ANALIZA OPRAVDANOSTI POSTAVLJANJA FAST PARKA U ULICI VOJVODE

TANKOSIA U NIU
Uvod
Na osnovu Studije stacionarnog saobraaja za grad Ni koja se primenjuje od maja
2007. godine definisane su dve zone za parkiranje :
crvena zona (sa oko 1100 pm) u kojoj vai vremensko ogranienje od 60 minuta
i
zelena zona (sa oko 2100 pm) sa vremenskim ogranienjem od 180 minuta.
Studijom je definisano ko mora, ko treba, ko moe, ko ne treba i ko ne sme da parkira u
centralnoj gradskoj zoni. Stanovnici i posetioci od kojih zavisi primarno funkcionisanje
gradskih sadraja su kategorije koje moraju da parkiraju u centralnoj gradskoj zoni.
Studijom su predviani sistemi naplate u posmatranim zonama:
naplata parkiranja putem parking karte
naplata parkiranja putem SMS-a
naplata putem pretplatnih karata( odnosi se na stanovnike zone)
Zonski sistem u Niu dao je odreene rezultate. Analize koje su raenje nakon pet
godina od uvoenja sistema pokazale su da se stanje u odnosu na period pre uvoenja mera
poboljalo. Meutim, sa druge strane, uvoenjem reima ogranienog trajanja parkiranja
zadovoljeni su zahtevi korisnika koji moraju i treba da se parkiraju, tj.stanara i kratkoronih
parkiraa. Korisnici koji imaju potrebe za duim parkiranjem nemaju parkiralite ili garau u
kojoj bi svoje vozilo mogli da parkiraju bez vremenskog ogranienja. S obzirom na deficit
takvih parking povrina u uoj centralnoj zoni problem parkiranja moe se reiti izgradnjom
parking garae.
Na podruju centralne zone moe se izdvojiti est lokacija na kojima su poveani
zahtevi za parkiranjem i na kojima postoje realne osnove za sagledavanje mogunosti
izgradnje parking garae ili postavljanja fast parka.
Jedna od tih lokacija je i lokacija sa prilazom iz ulice vojvode Tankosia. Ulica vojvode
Tankosia pripada zelenoj zoni za parkiranje. U pomenutoj ulici smeten je Dom zdravlja koji
praktino predstavlja jedini objekat u tom delu zone koji svakodnevno privlai veliki broj
korisnika. U okviru Doma zdravlja postoje tri povrine namenjene parkiranju, od kojih je
jedna fiziki odvojena, nalazi se neposredno nakon ulaska u pomenutu ulicu, skretanjem u
desnu stranu. Ostale dve parking povrine nalaze se u nastavku, posle peakog ulaza u Dom
zdravlja. Povrine su odvojene stubiima, sa zasebnim ulazima na parkiralite.Prvi ulaz na
parkiralite je kontrolisan parking rampama sa daljinskim sistemom upravljanja,koji se
nastavlja na rampu za ulaz u podzemnu parking garau u okviru Doma zdravlja. U tom delu se
vri parkiranje slubenih vozila. Na drugom ulazu ne postoji kontrola ulaska i parkiralite je
prvenstveno namenjeno korisnicima Doma zdravlja. Pomenuta parkiralita (ne raunajui
parking sa rampama) su kapaciteta oko 80 parking mesta, a zahtevi za parkiranjem su daleko
vei.
Zbog toga se i nametnula potreba da se, zbog nedostatka mesta za parkiranje, analizira
i mogunost postavljanja fast parka.
37

Fast park je struktura sastavljena od montanih i polumontanih elemenata koji se

sklapaju na postojeim parking mestima, a da za to nije neophodno fiksiranje temelja. Moe
biti rasklopljena i ponovo sklopljena u drugom obliku bez gubitka sastavnih elemenata.
Platformni sistem je postavljen na modulu 5x5m kome se pristupa preko dvosmerne rampe sa
jednim poljem.
1. Metodologija istraivanja
U cilju utvrivanja stanja parkiranja neophodno je izvriti istraivanje na osnovu koga
e se utvrditi karakteristike parkiranja na datoj lokaciji. Snimanje je vreno na parkiralitima
koja se nalaze neposredno pored Doma zdravlja (u daljem tekstu P1) i parkiralitu ispred
Doma zdravlja (u daljem tekstu P2). Snimanje je obavljeno u etvrtak, 5. aprila 2012. godine u
period od 6:30 do 20 asova.
U ovom snimanju vreno je:
1. popisivanje vozila na ulasku i izlasku sa parkiralita
2. anketiranje korisnika.
Za potrebe JKP Parking servis Ni snimanje su obavili studenti druge godine Visoke
kole strukovnih studija u Niu - odsek saobraaj.
2. Prikaz i analiza rezultata
2.1. Prikaz i analiza rezultata na parkiralitu P1
2.1.1. Prikaz i analiza rezultata nezavisnih istraivanja (brojanja ulaza i izlaza)
U tabelama 1, 2 i 3 kao i dijagramima 1 i 2 date su osnovne karakteristike parkiranja:
Sat

Ulaz

Izlaz

Nakupljanje

Obim

zateeni
06 d 07
07 d 08
08 d 09
09 d 10
10 d 11
11 d 12
12 d 13
13 d 14
14 d 15
15 d 16
16 d 17
17 d 18
18 d 19
19 d 20

0
6
69
30
38
37
27
35
41
25
26
42
36
22
8

0
0
16
44
32
38
37
30
34
40
26
40
42
36
18

6
12
65
51
57
56
46
51
58
43
43
45
39
25
15

12
81
95
89
94
83
81
92
83
69
85
81
61
33

Ukupno

442

433

448

Tabela 1: Nakupljanje vozila i obim parkiranja po satnim intervalima u periodu snimanja

38

Dijagram 1: Nakupljanje vozila

Trajanje
parkiranja
(sat)
d 1
1 d 2
2 d3
3 d 4
4 d 5
5 d 6
6 d 7
7 d 8
8 d 9
preko 9
Ukupno

Broj
parkiranja

Relativna
raspodela
(%)

Kumulativna
raspodela
(%)

289
97
15
7
6
4
18
5
2
5

64,51
21,65
3,35
1,56
1,34
0,89
4,02
1,12
0,45
1,12

64,51
86,16
89,51
91,07
92,41
93,30
97,32
98,44
98,89
100,00

448

100,00

Tabela 2: Raspodela parkiranja po trajanju

Dijagram 2: Relativna i kumulativna raspodela

39

KARAKTERISTIKE PARKIRANJA

od 06
do 13

PERIOD VREMENA
od 13
od 06
do 20
do 20

Obim
za period
maksimalno na sat
minimalno na sat
proseno na sat
Obrt

243
95
12
76
3,74

251
92
33
72
4,33

448
95
12
74
6,89

65
6
49

58
15
38

65
6
44

Akumulacija
maksimalnA
minimalna
prosena
Trajnost (min)

95
64
Tabela 3: Osnovne karakteristike parkiranja

81

Iz tabele 3. se vidi da je obim parkiranja za period istraivanja na parkiralitu P1 448, a

maksimalna akumulacija iznosi 65 vozila.Srednja trajnost parkiranja za period istraivanja
iznosi 81 minut.
2.1.2. Prikaz i analiza rezultata zavisnih istraivanja (ankete korisnika)
Anktom su korisnici davali odgovore na sledea pitanja:
1. Odakle dolazite automobilom?
2. Gde idete peke?
3. Osnovni motiv dolaska? (ponueni odgovori: rad, stanovanje, poseta lekara, poslovno,
ostalo)
4. Koliko ste dugo traili parking mesto? (ponueni odgovori: nisam traio, do 5 min, od 5
do 10 min, due od 10 min)
5. Da li bi prihvatili da plaate parkiranje, a da odmah naete slobodno parking mesto?
(ponueni odgovori: da,ne)
6. Koliko bi, po Vaem miljenju, bila prihvatljiva cena parkiranja za jedan sat?
Rezultati ankete na parkiralitu P1 dati su na dijagramima 3,4 i 5:

Dijagram 3: Raspodela korisnika prema motivu dolaska

40

Dijagram 4: Raspodela korisnika prema duini traenja slobodnog parking mesta

(levo), raspodela korisnika prema opredeljenju da li bi platili parkiranje (desno)
2.2. Prikaz i analiza rezultata na parkiralitu P2
2.2.1. Prikaz i analiza rezultata nezavisnih istraivanja (brojanja ulaza i izlaza) na
parkiralitu P2
U tabelama 4, 5 i 6 kao i dijagramima 6 i 7 date su osnovne karakteristike parkiranja na
parkiralitu P2:

Sati

Ulaz

Izlaz

Nakupljanje

Obim

zateeni
06 d 07
07 d 08
08 d 09
09 d 10
10 d 11
11 d 12
12 d 13
13 d 14
14 d 15
15 d 16
16 d 17
17 d 18
18 d 19
19 d 20

0
16
25
10
13
19
17
16
24
20
15
22
34
28
10

0
2
12
9
12
22
18
13
25
24
16
23
28
35
25

7
21
34
35
36
33
32
35
34
30
29
28
34
27
12

23
46
44
48
55
50
48
59
54
45
51
62
62
37

Ukupno

269

264

276

Tabela 4: Nakupljanje vozila i obim parkiranja po satnim intervalima u periodu snimanja

41

Dijagram 5: Nakupljanje vozila

Sati

Broj parkiranja

Relativna
raspodela
(%)

Kumulativna
raspodela
(%)

175
d 1
63,41
53
1 d 2
19,20
10
2 d3
3,62
4
3 d 4
1,45
1
4 d 5
0,36
6
5 d 6
2,17
14
6 d 7
5,07
8
7 d 8
2,90
3
8 d 9
1,09
2
preko 9
0,72
Ukupno
276
100,00
Tabela 5: Raspodela parkiranja po trajanju

Dijagram 6: Relativna i kumulativna raspodela

42

63,41
82,61
86,23
87,68
88,04
90,22
95,29
98,19
99,28
100,00

PERIOD VREMENA

KARAKTERISTIKE PARKIRANJA

06
13

13
20

06
20

Obim
za period
maksimalno na sat
minimalno na sat
proseno na sat
Obrt

120
55
23
45
3,33

188
62
37
53
5,53

276
62
23
49
7,67

Akumulacija
maksimaln
minimalna
prosena
Trajnost (min)

36
7
29
134

34
12
28
177

36
7
28
158

Tabela 6: Karakteristike parkiranja na parkiralitu P2

Iz tabele 6 se vidi da je obim parkiranja za period istraivanja na parkiralitu P2 276, a
maksimalna akumulacija iznosi 36 vozila. Srednja trajnost parkiranja za period istraivanja
iznosi 158 minuta.
2.2.2. Prikaz i analiza rezultata zavisnih istraivanja (anketa) na parkiralitu P2
Rezultati ankete na parkiralitu P2 dati su na dijagramima 8,9 i 10:

Dijagram 7: Raspodela korisnika prema motivu dolaska (levo) raspodela korisnika prema
duini traenja slobodnog parking mesta (desno)

Dijagram 10: Raspodela korisnika prema opredeljenju da li bi platili parkiranje

43

3. Prognoza perioda otplate fast parka

Prognoziranje perioda otplate nekog parkiralita ili fast parka je jako nezahvalno i jako
teko budui da se bazira na pretpostavkama i podacima dobijenim iz ankete korisnika, a za
koje ne moemo pouzdano da tvrdimo da su istiniti i da realno oslikavaju stav korisnika.
Odgovori dobijeni anketom esto i nisu stvarno miljenje korisnika( esto korisnici kau da ne
bi platili kako bi uticali da se naplata i ne uvodi ili esto kau da ne bi platili, a kada bi se
stvarno nali u situaciji da treba da se plati oni plaaju). Zato se, pri prognoziranju otplate
predlau tri prognoze:

Optimistina prognoza,
Realna prognoza,
Pesimistina prognoza.

Sve tri prognoze baziraju se na sledeim elementima:

1.
Izgradnja fast parka kotala bi 48.000.000 dinara
2.
Rad bi se organizovao radnim danom u periodu od 6:30 do 20:30 i subotom od
6:30 do 14:00
3.
Godinje bi fast park imao 280 radnih dana
4.
Za obavljanje posla bilo bi potrebno angaovati 2 radnika
5.
Na 2 proizvodna dodata su i 2 neproizvodna radnika
6.
Bruto plata jednog radnika sa naknadom trokova prevoza iznosila bi 57.000
dinara (godinje za 4 radnika 2.736.000 dinara)
7.
Cena po zapoetom satu iznosila bi 33 dinara, sa PDV-om, odnosno 28 din. neto
8.
Trokovi kamata na kredit od 48.000.000 dinara, na period od 10 godina, po
indikativnom planu otplate, sa nominalnom godinjom kamatnom stopom od
6.24% i efektivnom godinjom kamatnom stopom (ona obuhvata i sve ostale
trokove kredita) od 6.59%, bi bili oko 1.680.000 dinara godinje
9.
Trokovi naknada za gradsko graevinsko zemljite za 150 parking mesta bi bili
oko 35.000 dinara godinje
10. Trokovi elektrine energije, vode, PTT trokovi, i ostali trokovi bi bili oko
30.000 dinara meseno, odnosno 360.000 dinara godinje.

3.1. Optimistina prognoza

Ova prognoza se bazira na pretpostavkama da bi svi korisnici koji sada koriste
parkinge bili spremni da parkiraju u fast parku i plate parkiranje po zapoetom satu:
Ukupan dnevni prihod bi iznosio (DP):
DP=724*28*2=40.544 dinara dnevno, ili 11.352.320 dinara na godinjem nivou
Ukupni trokovi na godinjem nivou: 4.811.000 dinara
Period otplate(PO):
PO=
= 7.34 godine

3.2. Realna prognoza

Ova prognoza se bazira na pretpostavkama da kategorija korisnika koji automobilom dolaze
na posao nee prihvatiti da plati parking .
Ukupan dnevni prihod bi iznosio (DP):
DP=650*28*2=36.400 dinara dnevno, ili 10.192.000 dinara na godinjem nivou
Ukupni trokovi na godinjem nivou: 4.811.000 dinara
44

Period otplate(PO):
PO=

= 8.92 godina

3.3. Pesimistina prognoza

Ova prognoza se bazira na pretpostavkama da kategorija korisnika koji su se anketom izjasnili
da ne bi prihvatili da plaaju parkiranje stvarno ne eli da plaa i zato ne dolazi automobilom:
Ukupan dnevni prihod bi iznosio (DP):
DP=572*28*2=32.032 dinara dnevno, ili 8.968.960 dinara na godinjem nivou
Ukupni trokovi na godinjem nivou: 4.811.000 dinara
Period otplate(PO):
PO=
= 11.54 godina

Zakljuak
Na osnovu izvrenih analiza dolo se do zakljuka da bi sa stanovita nedostatka parking
mesta u ulici vojvode Tankosia bilo opravdano postaviti fast park, kao i da bi postavljanje fast
parka bilo ekonomski isplativo i za preduzee koje bi obavljalo naplatu parkiranja.

45

J.U. SREDNJA KOLA ZA SAOBRAAJ I KOMUNIKACIJE SARAJEVO

Mr. sci. Emilija Martinevi, dipl.ing.saobr.

Sabahudin Solak,dipl.ing.saob.
Solak Sabahudin, dipl.ing.saobr.

SISTEM KVALITETA U SREDNJIM STRUNIM KOLAMA

SAETAK
Tradicionalna uloga znanja i obrazovanja u suvremenom drutvu danas je znatno
proirena i uvjetovana je sve veim iekivanjima u smislu njena utjecaja na intelektualni,
kulturni, socijalni i tehnoloki razvoj drutvene zajednice. Na tritu znanja kao i na tritu
rada dogaaju se znaajne kvantitativne i kvalitativne promjene.
Stoga se pred strune srednje kole postavlja zahtjev za poveanjem stupnja marketing
orijentacije u njihovom poslovanju. Naime, u situaciji internacionalizacije srednjeg
obrazovanja, nuno je precizno definirati i osmisliti konkurentan proizvod, definirati
odgovarajuu cijenu, lokaciju, odnosno nain distribucije i promovirati ga odabranoj ciljnoj
skupini potroaa. U tom smislu znanje marketinga i njegova primjena na specifini proizvod,
odnosno uenike moe umnogome olakati stvaranje konkurentske trine pozicije
srednjokolske obrazovne institucije.
U ovom radu se analizira obrazovna usluga, koja predstavljaju bitnu komponente
marketing koncepcije i trinog pozicioniranja kao i neophodnost za uvoenje odjela kvaliteta
u srednjm strunim kolama.
Kljune rijei: obrazovna suluga, reforme obrazovanja, konceptualni model
UVOD
Tema osiguranja kvalitete je oduvijek bila od velike vanosti privatnomsektoru,
posebno u industriji. Meutim, sada je jako vaana i u obrazovanju, ali i u ostalim javnim
sektorima. Kvaliteta ostaje najvaniji faktor pri kreiranju vrijednosti usluge za primatelja. S
obziromda je privatni sektor voa u osiguranju kvalitete, organizacije i institucije u javnom
sektoru moguuiti iz iskustava privatnog sektora.
U dananjem post-industrijskom drutvu srednjokolsko obrazovanje smatra se
temeljnim preduslovom za ekonomski razvoj, kao i za dobrobit i blagostanje svakog pojedinca
i drutva u cjelini. Zbog toga je tradicionalna uloga srednjeg obrazovanja i njegovih institucija
kao centara za uenje koje prvenstveno slue akumulaciji i transferu znanja danas znatno
proirena i od institucija srednjeg obrazovanja drutvo oekuje puno vie: aktivnu ukljuenost
u znanstvena istraivanja i druge kreativne aktivnosti koje pomjeraju granice znanja, kao i da
budu sredita intelektualnog, kulturnog, socijalnog i tehnolokog razvoja drutvene zajednice
(Sharp, 1998)1.
U skladu sa dokumentima meunarodnih organizacija (UNESCO, OECD i dr.)danas
seobrazovanje smatra cjeloivotnim procesom koji se ne ostvaruje samo u kolskom sistemu,
ve i u raznovrsnim organizacijama izvan toga sistema te samoobrazovanjem. U razvijenim
zemljama
svijetavlada
uvjerenje
da
veliki
postotak
stanovnika
treba
steisrednjokolskoobrazovanje ako se eli osigurati visoki privredni rast. Zato se
1

Sharp A.M. et al (1988): Economics of Social Issues, 8th ed., Homewood, Ill.: BPI/Irwin

46

usrednjokolskom obrazovanju trae visokokvalitetni nastavni programi,otvoreni prema

promjenama u znanosti i privredi, te stalnoizmjenjivanje uenja i profesionalnog rada.
U specifinoj situaciji je trite poslovnog obrazovanja: informatizacija poslovanja i
obrazovanja, masovna potranja za poslovnim obrazovanjem, utjecaj globalizacije, porast
specijalizacije i potrebe za diferencijacijom ponude specifinih znanja, te brojne
institucionalne i trine promjene postavljaju dodatne zahtjeve upravo na ovaj aspekt
obrazovanja (Laforge and Haynie, 2006)2.
1. Odgojno obrazovni sistem u BIH
Proces transformacije drutva ima osnovu u sistemu odgoja i obrazovanjakoji, po svojoj
ulozi, treba biti usmjeren ka budunosti. Sistem odgoja i obrazovanja mijenja svrhu zavisno o
stepena razvoja drutva. Sadanji organizacija sistema slijedi obrazac: pouiti - ispitati ocijeniti.Meutim, kvalitet i koliina znanja, razvijenost sposobnosti i vjetina ubudunosti
nee se moi usvajati na temelju tog dananjeg obrasca, pa jepotrebno promijeniti sistem
odgoja i obrazovanja prema njegovoj svrsi. Tusvrhu moemo definirati ovako:
Sistem odgoja i obrazovanja pridonosi linom razvoju svakog pojedinca,osposobljava
za kvalitetan ivot, aktivno i odgovorno sudjelovanje uzajednikim vrijednostima
ljudskog ivota i stvaralatva te pridonosinapretku zemlje u svim podrujima
znanstvenog, drutvenog, gospodarskogi kulturnog djelovanja i stvaranja.
Sistem odgoja i obrazovanja, koji omoguuje da svako dijete i/ili odraslaosoba uspije
na najbolji nain, potie razvoj ljudskog kapitala te probitaksvake zemlje.
Prema tome, promjene sistema trebaju pruiti svakomdjetetu, mladoj i odrasloj osobi
iroke mogunosti za uspjeh. Slijedomtoga, potrebno je zamijeniti obrazovanje koje je
utemeljeno namemoriranju obrazovanjem sa obrazovanjem koje potie kreativnost,
rjeavanje problema,primjenu znanja i samoobrazovanje. Tome e pridonijeti
koncepcijacjeloivotnog uenja koja, u skladu s tendencijama u razvijenom svijetu,postaje na
prioritet, temelj promjena i razvitka. Priprema djeteta za kvalitetan ivot ovisi prije svega o
njegovimpotencijalima, mogunostima koje su jedinstvene i neponovljive. Razvoj
tihpotencijala ovisi o ukupnom sistemu odgoja i obrazovanja, a osobito osadrajima,
metodama, kvaliteti meusobnih odnosa izmeu sudionikaprocesa odgoja i obrazovanja te
saradnji roditelja i kole u odgojnoj zajednici,odnosno zajednikoj odgovornosti za rezultate
odgoja i obrazovanja.
Ako sistem odgoja i obrazovanjaomogui uenicima da usvoje znanja prema
meunarodnimstandardima, da zavole uenje, znanje i razviju vlastite sposobnosti te
shvateta je to odgovorno djelovanje u demokratskom drutvu, BiH e imatisigurnu
budunost.Novi sistem odgoja i obrazovanja ne smije biti generator nezaposlenosti, jer
jeprolo vrijeme obrazovne samoizolacije i obrazovanja koje se ostvaruje izvan realnih
ivotnih okolnosti. Zbog toga obrazovna politika treba:
omoguiti osobnu orijentaciju u svijetu koji se mijenja te postaje svekompleksniji,
omoguiti sudjelovanje u oblikovanju osobnog i drutvenoga ivota,
biti klju za ulazak na trite rada i temelj za gospodarski razvitak.
Obrazovni sistem u Bosni i Hercegovini zahtijeva znaajne reforme kako bi osigurao
razvoj svakog djeteta i sticanje znanja, vjetina i kompetencija za ivot u 21. vijeku. Potrebno
je promijeniti (osavremeniti) plan i program, nastavne metode i naine ocjenjivanja. Djeca ne
2

Lafroge, B., Haynie, M. (2006), Creating an Effective Learning Environment: It's about People, Experiential
Classroom, Syracuse University, Syracuse, USA

47

ue kada samo sluaju predavanja i pamte injenice (kao to je to sluaj u naim kolama),
nego kada istrauju, eksprimentiu, rade timski, efikasno koriste IT, razvijaju kritiko
miljenje, stiu sposobnost da argumentuju, zakljuuju, analiziraju i dr.Dodiplomsko
obrazovanje i struno usavravanje nastavnika mora se znaajno reformisati.Za neuspjehe
uenika niko nije odgovoran, izostaje podrka uenicima iz ugroenih i marginalizovanih
grupa.Roditelji i zajednica se moraju aktivno ukljuiti u sve aspekte rada kole, procese
planiranja, odluivanja i evaluiranja.
Srednjokolsko obrazovanje proizvodi zanimanja koja su neusaglaena sa potrebama
savremene ekonomije i tritem rada. Broj mladih, nezaposlenih ljudi se poveava dok su
pojedina zanimanja deficitarna. Ipak, nema znaajnijih akcija i reformi koje bi dovele do
smanjenja nezaposlenosti a time, posljedino i do siromatva i drugih problema. Drutvo,
nekonkurentno za izazove 21. vijeka, ide ka stagnaciji i zaostajanju u drutvenom, politikom i
ekonomskom razvoju.
Svjesni smo da je zamisao kole budunosti vrlo rizina i puna neizvjesnosti,jer su promjene
uvjetovane razliitim faktorima koji se i sami razvijaju,mijenjaju, a nerijetko prelaze u vlastitu
suprotnost. I suvremeni sustavi odgoja iobrazovanja u svijetu stalno se mijenjaju, inoviraju u
potrazi za boljimrjeenjima.
1.1. Cilj srednjeg strunog obrazovanja
Savremene tendecije razvoja zemalja trine privrede pokazale da se obrazovanje i
stvaranje ljudskih resursa nalaze u vrhu prioriteta nacionalnih strategija i politika socijalnog,
ekonomskog i tehnolokog napretka. Kontinuirane socijalno-ekonomske promjene, ubrzan
nauno tehnoloki razvoj, posebno ekspanzija modernih i postmodernih formi tehnologija
predpostavljaju visoko obrazovanu populaciju koja je u stanju da efikasno participira u
socijalnim procesima i koristi raspoloivu tehnologiju. Razvijena drutva na taj nain nuno
postaju drutva koja ue. Rije je o oblicima drutvenog organizovanja koji se zasnivaju na
znanju i u kojima obrazovanje i uenje imaju status osnovnih instrumenata cijelokupnog
drutvenog razvoja, rijeavanja osnovnih srutvenih problema i produkcije socijanih,
ekonomskih i tehnolokih promjena. U drutvima koja ue obazovanje je demokratizovano,
namjenjeno i dostupno svima, bez obzira na pol, godine starosti, rasnu, nacionalnu i vjersku
pripadnost. Zbog toga transformacija i kontinuirana rekonstrukcija cijelokupnog sistema
obrazovanja, a posebno strunog, postaje imperativ i pretpostavka cijelokupnog socijalno
ekonomskog razvoja.
Modernizacija drutva i usmjerenost ka ekonomskom i tenolokom razvoju
podrazumjevaju inoviranje kako opih, tako i specifinih ciljeva strnog obrazovanja. U tom
smisu struno obrazovanje treba biti usmjereno na sticanje strunih znanja i razvoj strunih
sposobnosti i vjetina neophodnih za uspjean rad, dalje uenje i postizanje vee fleksibilnosti
u savlaivanju promjeljiv zahtjeva svijeta i druta u cijelini i veu mobilnost radne snage.
Pored adekvatnog strukturiranja formalnog sistema obrazovanja to podazumjeva i stvaranje
mogunosti za neformalno i informalno uenje i njihovo vre povezivanje, kako bi se
stvorile realne mogunosti razvoja i obnavljanja znanja i sposobnosti tokom itavog ivota.
Osnovni cilj reforme i daljeg razvoja strunog obrazvanja je njegovo pozicioniranje
meu faktore tehniko tehnoloko, socijalno ekonomskog i individualnog razvoja. Prvi
korak u tom procesu je konceptualizacija razvoja strunog obrazovanja i ukupnog obrazovnog
sistema drtvenim i individalnim potrebama i mogunostima sistema. Da bi se obezbijedilo
poboljanje kvaliteta, transformisao sistem upavljanja i sistem finasiranja obrazovanja, da bi
se ukljuile interesne grupe i socijalni partneri, obezbjedio efikasan transfer znanja ali i
48

sticanje vjetina kod svih uesnika u obrazovnom procesu i puno uvaavanje etnikih,
kultrnih i lingvistikih razliitosti, neophodna je reorganizacija i reforma strnog obrazovanja.
Osnovni pristup u razvoju i modernizaciji srednjeg strunog obrazovanja uslovio je
definisanje njegovih ciljeva. Opi cilj srednjeg strunog obrazovanja je da obezbjeuje
mognost mladima i odraslima da steknu znanja, vjetine i sposobnosti (radne kompetencije)
i zapoljavanje, dalje obrazovanje i uenje. Preciznije, srednje struno obrazovanje treba da
omogui:
Sticanje zanimanja i kvalifikacija, odnosno relevantnih radnih kompetencija,
stavova, znanja i vjetina neophodnih za rada u odreenom podrju za rad;
Sticanje inicijalnog i kontinuiranog strunog obrazovanja i usavavanja;
Obezbjeivanje neophodnih predslova za dobijanje posla i ekonomsku nezavisnost;
Razvoj sposobnosti, talenta i potencijala i lino samoispunjenje.
1.2. Sistem kavaliteta usluga u obrazovanju
Srednje stuno obrazovanje predstavlja sistem koji nudi usluge odgoja i obrazovanja.
Usluge koje se u dananje vrijeme nude trebaju imati upotrebnu vrijednost kako bi se mogle
plasirati na trite rada. Odgovorna Ministarstva za obrazovanje i srednje strune kole nisu
pratile razvoj sistema kvaliteta i uvoenje ISO standarda u kolstvu i kako rezutat tome javlja
se sve vei broj srednjokolaca koji nemaju upotrebnu vrijednost na trit rada i svoje mjesto
nalaze na biroima.
Shodno tome, neophodno je uz modernizaciju i reformu obrazovanja, uvesti u srednjim
strnim kolama i odjel sistema kvaliteta i upravljanje kavlitetom koji e pratiti deavanja na
tritu rada i prilagoavati uenike tritu i na taj nain pripremati uenike kao i nastavno
osoblje promjenama. Sistem kvaliteta predstavlja spoj unutranje i vanjske kontrole koji ima
za cilj ponuditi to bolju obrazovnu usugu na tritu.
Sistem kvaliteta, kako ureeni skup pojedinanih dijelova u jednoj cjeini, ine
organizaciona struktra, odgovornosti, postupci, procesi i resursi poterebni za ostvarenje
upravljanja kvalitetom. Sistem kvaliteta je jedan od instrmenata upravljanja poslovnim
aktivnostima. Njime se unaprijed planiaju svi neophodni procesi kako bi se greke i slabosti
svele na minimum. Ovim sistemom se korisnicima usluga garantje trajnost kvalitetne usluge i
na taj nain omoguava ostvarenje poeljnih rezultata. Njegovim dosljednim sprovoenjem
svi planovi za realizaciju usluge baziraju se na trinim potrebama i na taj nain u potpunosti
zadovoljavaju zahtjeve korisnika. Sistemom kvaliteta, naime, ostvaruju se osnovni principi
marketing poslovne filozofije po koju se sve funkcije u obrazovanju usmjerene prema
potrebama korisnika, uenika i dutva. U takvim uslovima sve aktivnosti su planirane i
realizovane na osnovu unaprijed sagledanih trinih potreba i tako se uslugama, kao
zajednikim rezultatom, zadovoljavaju potrebe korisnika. Sistem kvaliteta je vrlo sloen
proces zbog ega je neminovan organizovan i planski pristp za njegovo uvoenje, unapreenje
i odravanje. Potrebno je predhodno obezbjediti odgovarajuu organizacionu strukturu,
kadrovsku i tehnoloku opremljenost, a posebno poslovnu klimu koja se ispoljava i
karakterie preokupiranou zaposlenih (od najniih do najviih rangova u hijerarhiji rada i
rukovoenja) sa odvijanjem svih procesa i aktivnosti u skladu sa sistemom kvaliteta i
marketing posovnom filozofijom, tj.:
Politiku kvaiteta;
Organizaciju za obezbjeenje kvaliteta;
49

 Odgovarajue resurse za kvalitet;

Odgovarajuu dokumentaciju;
Odgovarajue postupke za spovoenje aktivnosti i radna mjesta koja su neophodnaza
sprovoenje sistema kvaliteta;
Detaljan program aktivnosti sa kojim se preciziaju politika kvaliteta, procedure i
aktivnosti na svim nivoima.
Kakvu organizacionu struktru u obrazovanju treba definisati da bi se obezbjedili uslovi
za uvoenje i razvoj sistema kvaliteta i upravljanja kvalitetom jedno je od bitnih
pitanja.Poslovi uvoenje i razvoja sistema kvaliteta i upavljanja kvaliteta u srednjim strunim
kolama mogu se organizovati na razne naine, poev od zaduenja pojedinca, pa do
organizovanja itavih slubi. Pri tome je bitno da se u oganizaciji definiu i odgovornosti
pojedinaca, slube. Za plansko uvoenje sistema kvaliteta neophodno je pripremiti
odgovarajui program.
Njime se, precizira: politika kvaiteta i organizacija za njenu
realizaciju, sistem kvaliteta i nain njegove potpne realizacije, nain usklaivanja procesa sa
tano odreenim metodama i postupcima, kontrola izvrenih poslova, sistem za poboljanje,
nain mjerenja izvrenih poslova, nain prispitivanja sistema za poboljanje.
Prijelaz s kontrole na preventivu znai obuhvaanje svih poslova koji utjeu na kvalitetu
usluga.Taj se prilaz u svijetu postupno razvijao kroz razliite faze. Najprije je bio orijentiran
na "inspekciju" ili kontrolu, zatim na ocjenu procesa, a nakon toga na osiguranje kvalitete i
potpuno upravljanje kvalitetom.
Sadanje stanje obiljeavaju tri izrazite faze :
kontrola kvalitete - QC - Quality Control,
osiguranje kvalitete - QA - Quality Assurance;
potpuno upravljanje kvalitetom - TQM - Total Quality Management.
2. UPRAVLJANJE KVALITETOM U SREDNJIM STRUNIM KOLAMA
Iz statistikih podataka i analizi situacije na podruju BiH, evidentirani su niz problema u
obrazovanju, koji bi se uvoenje odjela sistema kvaliteta u srednjim strunim kolama, mogli
minimizirati. Kao najvei problemi sa kojima se srednje stune kole susreu su:
Neusaglaenost NPP na dravnoj i kantonalnoj razini;
Dvije kole pod jednim krovom;
Mrea kola i programa je neracionalna i skupa;
Nizak obrazovni standard s malim brojem kolskih zgrada, radom u viesmjena,
neadekvatno opremljenim kolskim prostorima koji ne potiu ine motiviraju
dovoljno, nedovoljna opremljenost kolskih radionica ipraktikuma ili ak potpun
izostanak opreme i radionice, nedostatakudbenika, strune literature iraunala.
Nedovoljno se ulae u struno usavravanje nastavnika jer se rijetkoorganiziraju
seminari i savjetovanja na kojima se predstavljaju novetehnologije, a jo rjee
radionice u kojima bi nastavnici mogli provjeritisvoje sposobnosti i operativnu
primjenu svojih znanja. Rezultat je niskarazina usvojenih znanja i vjetina uenika.
Sadrajno i metodiki neadekvatno programiranje nastavnih sadraja
itradicionalna organizacija nastave, ne omoguuju kreativnostnastavnika i izbor
obrazovnih putova po mjeri uenika.
Horizontalna i vertikalna prohodnost nastavnih programa nije preciznokoncipirana
i esto onemoguuje uenicima ostvarivanje osobnihobrazovnih ciljeva.
50

direktorima kola nedostaju znanja iz kolskog menadmenta, a estonisu ni

pedagoki ni psiholoki osposobljeni za uvoenje inovacija unastavni proces u
koli. S obzirom na to da nema vanjske valorizacijerada kola, nemogue je odrediti
stvarnu kvalitetu kola i kvaliteturukovoenja kolama.
Metodika nastave se desetljeima ne mijenja. Dominira predavakametoda, uenici
moraju memorisati velik broj injenica. Praktinase nastava esto izvodi u obliku
vjebi ili demonstracija nastavnika, a nekao stvarna praktina izobrazba uenika.
Razlozi za to su vrlo esto uneadekvatno opremljenim kolskim radionikim
prostorima i nedovoljnoosposobljenim nastavnicima odnosno strunim uiteljima.
Mjesta za obrazovanje u programima strunih kola su neadekvatna, a veza izmeu
kolovanja istvarnog ivota, prakse i poslova koji e se obavljati nakon
zavretkakole najee se ne ostvaruje.
Utjecaj privrednih grana na obrazovni sistem je zanemariv, a nemapartnerstva onih
koji su po prirodi drutvenih dogaaja pozvanisudjelovati u kreiranju obrazovnog
sustava.

Za minimiziranje navedenih problema, osim politike volje, neophodan je i sasvim

drugaiji pristup odgojno obrazovnom sisemu. Kao jedan od prijedloga za uvoenje sitema
kvaliteta u obrazovanju jekonceptualni modelQuality Gap Model.
2.1. Quality Gap Model
Konceptualni modeli kvaliteta su nastali kao rezultat napora da se bolje
razumijekvalitet usluga. Konceptualni modeli kvaliteta daju pregled faktora kojipotencijalno
utiu na kvalitet organizacije i usluga koje ona prua.Veina istraivanja u ovoj oblasti se
oslanja na Quality Gap modeliji su autoriParasurman, Zeithaml i Berry.
Quality Gap model je dao sutinski doprinosrazumevanju strukture kvaliteta i faktora
koji na njega utiu. Model omoguavaidentifikovanje gepova, koji se mogu pojaviti i
organizaciji rada. Gep je razlikaizmeu oekivanja korisnika u vezi sa uslugom i opaanja
stvarno prueneusluge. Prema Parasuramanu, gepovi predstavljaju znaajne
preprekeupostizanju zadovoljavajueg nivoakvaliteta usluge.Postojiitav niz neslaganja ili
gepova koji se odnose na opaanje kvalitetausluga sa aspekta menadera i zadataka u vezi sa
pruanjem uslugakorisnicima. Ovi gepovi mogu biti glavna prepreka nastojanjima da se
pruiusluga koju korisnici opaaju kao visoki kvalitet.
GEP 1 Oekivanja korisnika.Opaanje menadmenta. Neslaganja izmeu opaanja
menadera i oekivanja korisnika.Menaderi uslunih organizacija ne shvataju uvek
unapred kojekarakteristike za kupca znae visoki kvalitet, koje karakteristikeusluga
mora posedovati kako bi ispunila oekivanja korisnika i kojinivo performansi tih
karakteristika je potreban da bi se pruila uslugavisokog kvaliteta.
GEP 2 Opaanje menadmenta Specifikacija kvaliteta usluge. Neposveenost
menadmenta kvalitetu ili ogranienja (resursi iliuslovi na tritu) koja spreavaju
menadment da prui uslugu kakvukorisnik oekuje.
GEP 3 Specifikacija kvaliteta usluge Pruena usluga. Tekoe u standardizaciji
performansi zaposlenih,ak i kada postojiuputstvo za pruanje usluge i postupak sa
korisnicima.
GEP 4 Specifikacija kvaliteta usluge Spoljne komunikacije. Oglaavanje u medijima i
drugi naini komunikacije mogu uticati naoekivanja korisnika. Obeati vie nego to
se moe pruitie podiiinicijalna oekivanja alie i sniziti opaanje kvaliteta ako
obeanjanisu ispunjena. Takoe organizacija moe propustiti da informiekorisnike o
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posebnim naporima za obezbeenje kvaliteta koji nisuvidljivi sa aspekta korisnika i

tako da utie na korisnikova opaanjapruene usluge.
GEP 5 Oekivana usluga Opaena usluga.Razlika izmeu oekivane i opaene usluge
kod korisnika nastajekao neminovna posljedica prethodnaetiri gepa.
ZAKLJUAK
Srednje strune kole koje nude kvalitet i vrijednosti u ponudi svojih obrazovnih
usluga e najvjerojatnijerasti i napredovati. Takve strune kole ostvaraju pogodnosti kao to
su jaa lojalnost uenika, roditelja iosoblja, nia osjetljivost na ekonomske promjene,
sposobnost vladanja viim prihodima i vea autonomijaod dravne u razvijanju vlastite
politike razvitka. Neke strune kole osjeajuprobleme pri noenju s rastuim potrebama
uenika i zadravanjem nastavnog osoblja.Neki od razloga mogli bi biti da i uenici i nastavno
osoblje percipiraju drugu strunu srednju kolu kao onu koja pruavrjednije obrazovanje u
smislu kvalitete (priznavanje, razvoj karijere, usluge i potpora uenicima, itd.). Stoga postaje
imperativ za srednju strunu kolu osigurati da su upravo njihove uslugeone koje su u
potranji. Kako bi se osigurala socijalna uloga srednjih strunih kola, dravamora razviti i
implementirati razne strategije kojima e se razviti srednjokolsko obrazovanje koje e
istovremenobiti i kvalitetno i dostupno uenicima. Rast i razvoj metodologija osiguranja
kvalitetete implementacija rezultata evaluacija i njihovih preporuka, institucionalno i
socijalno, kljuan jefaktor u postizanju tog cilja.

52

HIGH SCHOOL OF TRANSPORT AND COMMUNICATION, SARAJEVO

Mr.sci.Emilija Martinevi, graduate traffic engineer
Sabahudin Solak, graduate traffic engineer

QUALITY SYSTEM IN VOCATIONAL SCHOOL

ABSTRACT
The traditional role of knowledge and education in contemporary society today is
considerably extended and conditioned by the growing expectation in terms of its impact on
the intellectual, cultural, social and technological development of the community. On
knowledge market as well as the labor market occur significant quantitative and qualitative
changes.
Therefore, the professional high school request the increasing degree of marketing
orientation in their business. In the situation of internationalization of secondary education, it
is necessary to accurately define and develop a competitive product, define the appropriate
price, location, and method of distribution and promote it to the selected target group of
consumers. In this sense, knowledge of marketing and its application to a specific product, or
students can greatly facilitate the creation of a competitive market position secondary
educational institutions.
This paper analyzes the educational services, which represent an important
component of the marketing concept and market positioning, as well as the necessity for the
introduction of the quality department In the Middle vocational schools.
Keywords: educational suluga, education reform, the conceptual model

INTRODUCTION
Topics of quality assurance has always been of great importance to the private sector,
especially in the industry. However, now it is very important in education, but also in other
public sectors. Quality remains the most important factor in creating value for the recipient.
Given that the private sector is a leader in quality assurance, organizations and institutions in
the public sector can learn from the experience of the private sector.
In today's post-industrial society secondary education is considered as a fundamental
prerequisite for economic development and for the benefit and welfare of every individual
and society as a whole. Therefore, the traditional role of secondary education and its
institutions as centers of learning which primarily serve the accumulation and transfer of
knowledge has significantly expanded and secondary education institutions of society expects
much more: an active involvement in research and other creative activities that move the
boundaries of knowledge and to be the center of intellectual, cultural, social and technological
development of the community (Sharp, 1998) 13 .

Sharp A.M. et al (1988): Economics of Social Issues, 8th ed., Homewood, Ill.: BPI/Irwin

53

In accordance with the documents of international organizations (UNESCO, OECD and

others) are today considered to be life-long education process that is derived not only in the
school system, but also in a variety of organizations outside of this system, and self-education.
In developed countries there is belief that a large percentage of the population, should receive
a high school education if they want to ensure high economic growth. So in looking for a highquality secondary education curriculum, open to changes in science and industry, and
continuously changing teaching and professional work.
In the specific situation of the market of business education: computerization of
business and education, the massive demand for business education, the impact of
globalization, the rise of specialization and the need for differentiation offers specific
knowledge, and a number of institutional and market changes placed additional requirements
on precisely this aspect of education (Laforge and Haynie , 2006) 24 .
3. The educational system in Bosnia and Herzegovina
The process of transformation of society has a basis in the system of education, which, for
its role should be focused on the future. The system of education to change depending on the
degree of development of society. The current organization of the system follows the pattern:
teach - test - to assess. However, the quality and quantity of knowledge, abilities and skills
development in the future will not be adopted on the basis of the present form, so it is
necessary to change the system of education according to his purpose. This purpose can be
defined as follows:
A system of education contributes to the personal development of each individual
qualifies for a quality life, active and responsible participation in the shared values
of human life and creativity and contribute to the country's progress in all areas of
scientific, social, economic and cultural activities and the creation.
A system of education that allows each child and / or adult succeed in the best way,
promotes the development of human capital and the benefit of each country..
Therefore, changes in the system should provide every child, youth and adult broad
prospects for success. Consequently, it is necessary to replace the education that is based on
memorizing education with education that encourages creativity, problem solving, application
of knowledge and self-education. It will contribute to the concept of lifelong learning, which,
in line with the trends in the developed world, it becomes a priority, the foundation of change
and development. Preparing Your Child for the quality of life depends primarily on its
resources, capabilities that are unique and unrepeatable. The development of these potentials
depends on the entire system of education, especially the materials, methods, quality of
relationships between participants in the process of education and cooperation of parents and
schools in the educational community, and shared responsibility for educational outcomes.
If the system of education allows students to acquire knowledge according to international
standards, to love learning, knowledge and develop their skills and realize what it is to act
responsibly in a democratic society, BiH will have a secure future. The new system of
education should not be the driving force of unemployment, because the time has passed
educational isolation and education that are generated outside of real life circumstances.
Because of this policy should:

provide personal guidance in a world that is changing and becoming more complex,

Lafroge, B., Haynie, M. (2006), Creating an Effective Learning Environment: It's about People, Experiential
Classroom, Syracuse University, Syracuse, USA

54

participate in shaping personal and social life,

be the key to enter the labor market and the foundation for economic development.

The education system in Bosnia and Herzegovina requires significant reforms to ensure
the development of each child and the acquisition of knowledge, skills and competencies for
life in the 21st vijeku. Ages. It is necessary to change (modernize) the curriculum, teaching
methods and means of assessment. Children do not learn when they just listen to a lecture
and remember facts (such as is the case in our schools), but when investigating, experiment,
do team work, effective use of IT, develop critical thinking, acquire the ability to argue,
conclude, analyze etc. Undergraduate education and teacher training must be substantially
reformed. For the failure of students "nobody is responsible," lacking support students from
disadvantaged and marginalized groups. Parents and communities need to be actively
involved in all aspects of school, planning, decision making and evaluation.
Secondary education products professions were harmonized with the needs of the modern
economy and the labor market. The number of young, unemployed people is increasing while
some occupations in short supply. However, no significant actions and reforms that would
lead to lower unemployment and thus, consequently, to poverty and other problems. Society,
uncompetitive for the challenges of 21st century, moving towards stagnation and
backwardness in the social, political and economic development.
We are aware that the idea of the school is very risky and the future is full of uncertainty,
because the changes are caused by a variety of factors that are themselves evolving, changing,
and often turn into its own opposite. And modern system of education in the world is
constantly changing, innovating in search for better solutions.
3.1. The goal of vocational education
Modern tendencies in the development of market economies have shown that the education
and formation of human resources are among the top priorities of national strategies and
policies of social, economic and technological progress. Continuous socio-economic change,
rapid scientific - technological developments, especially the expansion of modern and
postmodern forms of technology assume highly educated population that is able to effectively
participate in social processes and uses available technology. Developed societies are thus
necessarily become learning societies. It is a form of social organization based on knowledge
and education and learning which have the status of the basic instruments of the entire social
development, solving problems and basic srutvenih socijanih production, economic and
technological change. In societies that teach obazovanje is democratized, intended and
available to everyone, regardless of age, sex, race, nationality and religion. Because of this
transformation and continuous reconstruction of the entire education system, especially the
professional, it becomes imperative for the assumption of the entire socio - economic
development.
Modernization of society and focus on economic development and tenolokom imply
innovation in general, and specific goals strnog education. In this sense professional
education shall be directed to the acquisition of skills and the development of professional
competencies and skills necessary for successful work, further learning and achieving greater
flexibility in solving requests promjeljiv world as companies in general and greater labor
mobility. Besides adequate structuring of the formal system of education that podazumjeva
and create opportunities for non-formal and informal learning and connect them firmly, in
order to create real opportunities for development and renewal of knowledge and skills
throughout their lives.
55

The main objective of the reform and further development of vocational educated, his
positioning factors for technological, socio - economic and individual development. The first
step in this process is the conceptualization of the development of vocational education and
overall education system and drtvenim Individal needs and capabilities of the system. In
order to achieve quality improvement, upavljanja transformed system and the system of
financing education, to engage stakeholders and social partners, obtaining the effective
transfer of knowledge and the acquisition of skills of all participants in the educational
process and a lot of respect for ethnic, and linguistic diversity kultrnih, necessary the
reorganization and reform of education strnog.
The basic approach to the development and modernization of vocational education has
caused the definition of its objectives. The overall objective of vocational education is to
provide preferably young people and adults to gain the knowledge, skills and abilities
(competencies working), and employment, further education and learning. Specifically,
vocational education should provide:
Acquisition of interest and qualifications, or relevant work competencies, attitudes,
knowledge and skills necessary to work in a particular podrju to work;
The acquisition of initial and continuing vocational education and upgrading of;
Providing predslova necessary for obtaining a job and economic independence;
Development of skills, talent and potential, and personal self-fulfillment.
3.2.

The system of quality services in education

Secondary Specialised Education is a system that offers services in education. Services to be

offered at the present time should have use value to be placed on the labor market. Ministry
responsible for education and vocational schools did not follow the development of quality
systems and the introduction of ISO standards in education and how it occurs results give an
increasing number of high school students who do not have use value in the labor market and
find their place in the offices.
Consequently, it is essential to the modernization and reform of education, introduced
in secondary schools and squirts department of quality systems and management kavlitetom
to monitor developments in the labor market and adapt to the market and students so as to
prepare the students and teaching staff changes. The quality system is a combination of
internal and external control, which aims to offer the best possible educational harmonized
market.
Quality system, as ordered set of individual parts into one whole, make organizational file
structure, responsibilities, procedures, processes and resources necessary for the
achievement of quality management. The quality system is a management tool to business
activities. It is planned in advance all necessary processes to minimize mistakes and
weaknesses. With this system the users service garanty durability quality services and thus
achieves the desired results. Its consistent implementation of any plans to provide the service
based on the needs of the market and thus to fully meet customer requirements. Quality
system, namely, the basic principles are realized marketing philosophies by which all
functions in education focused on the needs of users, students and of society. In such
conditions, all activities are planned and implemented on the basis of pre-studying the market
needs and thus the services as a common result, satisfy customer needs. The quality system is
a very complex process, which is why the inevitable objects such as organized and planned for
56

its introduction, improvement and maintenance. It is necessary to previously obtain adequate

organizational structure, human resources and technological equipment, especially the
business climate, which manifests and characterized preokupiranou employees (from the
lowest to the highest rank in the hierarchy of labor and management) with the development
of all processes and activities in accordance with the quality system and marketing posovnom
philosophy, ie:
Quality Policy;
Organization for Quality Assurance;
Adequate resources for quality;
Adequate documentation;
Appropriate procedures for spovoenje activities and jobs that are neophodnaza
implementation of quality systems;
A detailed program of activities with which preciziaju quality policies, procedures and
activities at all levels.
What organizational structure characteristics in education should be defined in order to
ensure conditions for the development and implementation of quality systems and quality
management is one of the important issues. After the introduction and development of quality
systems and quality management in vocational schools can be organized in various ways,
ranging from individual assignments, to the entire service organization. It is essential to
define of organizational and individual accountability, service. For planned introduction of
quality systems is essential to develop an appropriate program. It specifies: kvaiteta policy
and organization for its realization, quality system and method of its realization potpne, word
matching process for a specific methods and procedures, control of completed tasks, a system
for improving the measurement of completed tasks, a way prispitivanja system for
improvement.
The transition from control to prevention means cover all activities that affect the quality
of services. This approach to the world gradually evolved through various stages. First he was
focused on "inspection" or control, then the evaluation process, and then the quality
assurance and total quality management.
The current situation is characterized by three distinct phases:
Quality Control - QC,
Quality Assurance - QA;
Total Quality Management - TQM.
4. QUALITY MANAGEMENT IN VOCATIONAL SCHOOLS
From the statistical data and analysis of the situation in Bosnia and Herzegovina, recorded a
series of problems in education, which would be the introduction of quality systems
departments in secondary vocational schools, you could minimize it. As the biggest problems
that the middle school socks encountered are:
Incompatibility of curricula at the national and cantonal level;
Two schools under one roof;
The network of schools and programs is inefficient and expensive;
Low educational standards with a small number of school buildings, working in
viesmjena, inadequately equipped school areas that do not encourage or motivate
enough, insufficient equipment in school workshops and practicums or even complete
absence of equipment and workshops, lack of textbooks, literature and computers.
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 Not enough is invested in the training of teachers because they are rarely organized
seminars and conferences at which new technologies are introduced, and even more
rarely workshops where teachers could check its capabilities and operational
application of their knowledge. The result is a low level of acquired knowledge and
skills.
Meaningful and methodically inadequate programming teaching content and
organization of traditional teaching, teachers do not allow the creativity and variety of
educational paths to measure student.
Horizontal and vertical mobility curriculum is precisely designed and often prevents
students achieve personal educational goals.
school principals lack of knowledge in school management, and often neither
educational nor psychologically trained to introduce innovations in the educational
process at the school. Given that there is no external evaluation of schools, it is
impossible to determine the actual quality of schools and the quality of management
schools.
Methods of teaching are not changed for decades. Dominating lecturing, students must
memorize a large number of facts. Practical teaching is often done in the form of
exercises or demonstrations of teachers, and not as a real practical training of students.
The reasons for this are very often inadequately equipped school workshop areas and
inadequately trained teachers and qualified teachers.
Places for education programs in vocational schools are inadequate, and the
connection between education and real life, practices and activities that will be carried
out after the completion of the school often are not realized.
The impact of the economic branch of the education system is negligible, and there is
no partnership of those who are by nature social events are invited to participate in the
creation of the educational system.
To minimize these problems, apart from the political will, it is necessary for a
completely different educational system suck. As one of the proposals for the introduction of
Systems of quality in education is a conceptual model of Quality Gap Model.
4.1. Quality Gap Model
Conceptual models of quality are the result of an effort to better understand the quality of
service. Conceptual models provide a quality review of the factors potentially affecting the
quality of the organization and the services they prua.Veina research in this area relies on
the Quality Gap model whose authors Parasurman, Zeithaml and Berry.
Quality Gap model gave substantially to our understanding of the structure and quality of the
factors that affect it. The model enables the identification of gaps that may arise and work
organization. Gap is the difference between customer expectations regarding service and
monitoring services actually rendered. According to Parasuraman, gaps are significant
obstacles in achieving a satisfactory level of service quality. There are a number of
discrepancies or gaps related to the perception of service quality in terms of managers and
tasks associated with providing services to customers. These gaps can be a major obstacle to
efforts to provide services that users perceive as high quality.
GAP 1Expectations. Perception management. Discrepancies between observations and
expectations of managers. Managers of service organizations still do not understand
for the customer in advance kojekarakteristike mean high quality, which
karakteristikeusluga must possess in order to meet customers' expectations and
performance kojinivo these characteristics is needed to provide a service of high
quality.
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 GAP 2Perception management - Specification for quality of service. Neposveenost

management quality or constraints (resources or market conditions) that prevent
management to provide service to any user expects.
GAP 3Specification of quality of service - service provided. Difficulties in standardizing
the performance of employees, even when there is guidance for providing services and
dealing with customers.
GAP 4Specification of quality services - External Communications. Advertising in the
media and other means of communication can affect the users' expectations. Promise
more than you can provide would raise the initial expectations but it will also reduce
the perception of quality if the promises are not fulfilled. Organization may also fail to
inform customers of special efforts for quality assurance that are not visible from the
standpoint of users and therefore affect the user's perception of the service provided.
GAP 5Expected service - Spotted services. The difference between the expected and
observed by the user occurs as an inevitable consequence of the previous four gaps.

Conclusion
Vocational schools that offer quality and value to offer their educational services are most
likely to grow and thrive. Such professional schools seek benefits such as stronger loyalty of
students, parents and staff, lower sensitivity to economic changes, the ability to conduct
higher incomes and greater autonomy from the government in developing their own policy
development. Some vocational schools have a problem with dealing with the growing needs of
students and faculty retention. Some of the reasons could be that both students and teachers
perceive the other specialist high school as one that provides a valuable education in terms of
quality (recognition, career development, and support services to students, etc.). Therefore, it
becomes imperative for secondary vocational schools to ensure that their services are exactly
the ones that are in demand. To ensure the social role of secondary vocational schools, the
state must develop and implement a variety of strategies to develop secondary education that
will be both high quality and accessible to students. Growth and development of quality
assurance methodologies and implementation of the results of their evaluations and
recommendations, institutionally and socially, is a key factor in achieving this goal.

59

Tehnika kola Zajear

Puji Goran, dipl. saob. in.

PRIMENA I OGRANICENJE PRIMEME ITS A U REPUBLICI SRBIJI

Saetak
Inteligentni transportni sistemi u modernom drumskom saobraaju imaju sve vei i
vei znaaj. Mnoge razvijene pa i slabo ravijene zemlje uvode odreene oblasti iz ovih sistema
i uspeno ih implementuju u ve postojei sistem odvijanja drumskog saobraaja. Inteligentni
transportni sistemi, ukratko, su takvi sistemi koji primenjuju telekomunikacione i
informacione tehnologije u odreene oblasti drumskog saobraaja i transporta. Gde je Srbija u
toj oblasti, i kakvo bi mesto u globalnom inteligentnom transpornom sistemu mogla da
zauzme je dosta diskutabilno. Glavni nedostatak za uvoenje ovakvih sistema u Srbiji pa i u
zemljama regiona je sigurno novac, kao i ne postojanje odreene arhitekture i postavljenih
ciljeva. Na ovom polju, saradnje izmeu zemalja regiona je sigurno izuzetno vana.
Kljune rei: Inteligentni transportni sistemi, telekomunikacione i informacione
tehnologije, arhitektura, postavljeni ciljevi.

Uvod
Glavni razlog za uvoenje telekomunikacionih i informatikih tehnologija u drumski
saobraaj je u poetku bilo poboljanje bezbednosti saobraaja uz, ujedno, poboljanje i
efikasnosti odvijanja saobraaja. Kasnije su se te tehnologije sjedinele u jednu novu oblast pod
nazivom Inteligentni transportni sistemi
Uprkos mnogim merama poboljanja bezbednosti koja su uraena u poslednjih
dvadesetak ili ak tridesetak godina broj saobraajnih nezgoda se i dalje poveava, meutim
uinjen je napredak na polju pasivne bezbednosti, tj. broj poginulih u saobraajnim
nezgodama se smanjuje. Sva ova poboljanja su pratila velika finansijska ulaganja to od
strane javnog sektora (izgradnja i rekonstrukcija puteva), to od strane privatnog
(proizvodnja vozila i aplikacija na vozilima). Kao rezultat svih ovih poboljanja neke faze
sudara su poboljane kao to su faze pre, za vreme i posle sudara, meutim jedna od
najvanijih faza sudara - ,,neposredno pre- je ostajala bez poboljanja. Poboljanja u ovoj fazi
su bila nemogua bez odgovarajue tehnologije koja je postala dostupna tek zadnjih deset
godina. Te tehnologije se odnose na korienje odreenih aplikacija inteligentnih transportnih
sredstava. Njihova funkcija se sastoji u pruanju pravo vremenih informacija vozaima na
osnovu kojih bi oni na pravi nain reagovali, preuzimanje kontrole nad vozilom u sluaju
opasnosti i olakavanje nekih rutinskih vozakih zadataka. Inae veliki broj nezgoda se deava
iz razloga to vozai zbog nesavrenosti ljudskog organizma (nemogunosti brzog reagovanja)
ili zbog nekog spoljnjeg uticaja nemaju dovoljno vremena da reaguju u pojedinim situacija to
za posledicu ima izazivanje saobraajne nezgode.
Naravno inteligentni transportni sistemi, i ako dominiraju u oblasti bezbednosti
saobraaja, ne omoguavaju samo poboljanje bezbednosti saobaraaja. Tu je veliki broj
sistema koji omuguavaju efikasnije odvijanje saobraaja kao i jednostavniju organizaciju
saobraaja, kako drumskog tako i intermodalnog. U daljem tekstu ovog rada bie uraenja i
kratka retrospektiva ovih sistema ali e se akcenat baciti na mogunosti primene ovih sistema
u Republici Srbiji, na probleme koji su veani za njihovu primenu i potecijalna reenja. Kako je
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je srednjokolsko obrazovanje sr ovog simpozijuma deo reda posveen je i mestu

srednjokolskog obrazovanja u arhitekturi primene ovih sistema.
1. ta je ITS?
ITS ili Inteligentni transportni sistemi su zajedniki naziv za raznovrsne napredne
transportne tehnologije vezane za drumski saobraaj koje pokuavaju da pomognu u vonji,
poboljavaju kapacitet i efikasnost putnog sistema, utiu na poboljanje bezbednosti i
asistiraju transportnim agencijama i organizacijama u upravljanju svojim ureajima i
objektima kao i regulisanju saobraaja. Inteligentni transportni sistemi su sainjeni od irokog
opsega inog i beinog prenosa informacija i elektronskih tehnologija. Ovi sistemi ine
sastavni deo kako infrastrukture tako i vozila, ime poboljavaju bezbednost i efikasnost
saobraajnog sistema. Za pionire u ovoj oblasti se smatraju SAD i Japan, dok su se malo kasnije
ukljuile i zemlje zapadne Evrope. Prema tome, u zavisnosti od zemlje koje vri razvoj ovih
sistema postoje razliite definicije ITS a, koje govore o istoj stvari samo na razliite naine.
Definicije se generalno mogu podeliti na dve grupe: one koje su hardveski orijentisane i one
koje su softverski orijentisane. Kod hardverski orijentisane kljune rei su saobraaj,
prikupljanje podataka, komunikacione veze, upravljaki centar i ona glasi:
ITS pretstavlja primenu raunarskih, informacionih i komunikacionih tehnologija na
mrei saobraajnica i u transportnim jedinicama koje vre prevoz putnika i robe.
Kod softverski orijentisane definicije kljune rei su saobraaj, korisnik, inteligentna
optimizacija sa ciljem poveanja efikasnosti i bezbednosti:
ITS je prilagodljiva, inteligentna integracija vozila, vozaa i transportnog sistema radi
efikasnijeg i bezbednijeg odvijanja saobraaja.5
Ove dve definicije ne ukazuju na njihovu nekompatibilnost, ve ukazuju da se ITS
analizira, istrauje i primenjuje na razliitim nivoima. Moe se rei da su hardveske definicije
vie orijentisane ka industriskim proizvoaima odreenih aplikacija inteligentnih
transportnih sistema, dok su softverske definicije karakteristika nauno istraivakih radova.
to se tie podele inteligentnih transportnih sistema i one se razlikuju u zavisnosti od
toga da li je re o Japanskoj ili Amerikoj podeli ovi sistema. SAD vre podelu ovi sistema na
inteligentnu inftrastrukturu (Intelligent infrastructure) i inteligentna vozila (Intelligent
vehicles). U okviru inteligentne infrastrukture se nalaze:

Upravljanje gradskim saobraajnicama Artirial Menagment

Upravljanje autoputevima Freeway Menagment

Upravljanje tranzitnim saobraajem Transit Menagment

Upravljanje incidentnim situacijama Incident Menagment

Upravljanje slubama hitne pomoi Emergency Menagment

Elektronska naplata putarina Electronic Payment

Putnike informacije Traveler Information

Upravljanje informacijama Information Menagment

Prevencija sudara i bezbednost Crash Prevention and Safety

Funkcionisanje puteva i njihovo odravanje Roadway Operations and

Maintenance

Upravljanje stanjem kolovoza usled vremenskih prilika Road Weather

Menagment
5

Uvoenje oblasti ITS u obrazovni proces na tehnikim fakultetima

61

Operacije komercijalnih vozila Commercial Vehicle Operation

Intermodalni transport Intermodal Freight,

dok se u okviru inteligentnih vozila nalaze samo tri oblasti ovih sistema i to:

Sistemi upozoravanja na sudar Collision Notification Systems

Sistemi izbegavanja sudara Collision Avoidance Systems

Sistemi podrke vozaima Driver Assistance Systems6

Za razliku od Amerikanaca, Japanci imaju malo drugaiju podelu ITS a. Prvo oni ITS
smatraju razvojnom oblau i nemaju podelu na inteligentnu infrastrukturu i inteligentna
vozila. Njihova podela se sastoji iz devet razvojnih oblasti i to:

Napredni navigacioni sistemi

Sistemi elektronske naplate putarine

Sistemi podrke bezbednijoj vonji

Optimizacija upravljanja saobraajem

Poveana efikasnost upravljanja putevima

Podrka javnom prevozu

Poveana efikasnost funkcionisanja komercijalnih vozila

Podrka peacima

Podrka funkcionisanja vozila hitne pomoi7

Ova Japanska podela inteligentnih transportnih sistema se vie odnosi na tip usluge
koje su ovi sistemi u stanju da prue. Moe da se uoi da su ove dve grupe podela praktino
iste stim to je Amerika podela malo detaljnija.
Meu svim ovim sistemima prioritet u razvoju imaju sistemi koji spaavaju ljudski
ivot, to se pre vega odnosi na grupu sistema koji upozoravaju vozae na mogui (pretei)
sudar, asistiraju vozaima ili preuzimaju kontrolu nad vozilom u sluaju opasnosti.
ITS objedinjuje jednu ideju koja deluje futuristiki. Naime, svi ovi sistemi muusobno
povezani omuguavaju formiranju sistema potpuno automatizovane vonje (AHS - Automated
Highway System). Ukratko to je sistem koji omuguava upravlje vozilom bez vozaa, tj. voza
bi tu samo nadgledao sisteme. Ovim bi se postigao da broj poginulih bude svedena na minimu
(cilj je da broj poginulih bude jednak nuli), kao i da vremenski gubicu u saobraaju (usled
zastoja) budu gotovo eliminisani.
2. Razlozi uvoenja ITS a
Iako iteligentni transportni sistemi pruaju iroki spektar usluga u oblasti drumskog
saobraaja i transporta (kao to su smanjenje zaguenja, poveanje kapaciteta saobraajnica,
smanjenje emisije tetnih gasova itd.). Njihov osnovni razlog razvoja je proistekao iz elje za
smenjem broja saobraajnih nezgoda i broja nastradalih u njima.
Faktori koji doprinose sudarima na putevima, pogotovu oni koji za posledicu imaju
smrt ili teke telesne povrede su bili tema obimnih istraivanja. Proizvoai automobila kao i
njihovi snadbevai su potroili mnogo godina kao i milijarde dolara na istraivanja, razvijanje
i uvoenje ureaja i opreme za poboljanje bezbednosti motornih vozila. Drave su teile
poboljanju putne infrastrukture na kojima ova vozila saobraaju kao i poboljanju
performansi vozaa.
6
7

www.itsoverview.its.dot.gov
www.mlit.go.jp

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Jedan nain na koji istraivai uokviruju problem bezbednosti na putevima je

razdvajanje sudara motornih vozila na faze pre i posle sudara. ,,Izbegavanje sudara (Crash
avoidance) je termin koji se esto koristi da se opiu poboljanja na vozilima, putnoj okolini i
performansama vozaa kojima moe da se smanji verovatnoa da e se sudar desiti. ,,Zatita
od sudara (Crash protection) i ,,vrednost sudara (Crashworthiness) su termini koji se odnose
na poboljanja na vozilima i putnoj okolini koji mogu da smanje teinu saobraajnih nezgoda
na primer, titei putnike u vozilu i smanjenju udarnih sila tokom sudara. Poboljanja u
,,vrednosti sudara i drugim merama zatite putnika u automobilima tokom sudara su bili
tema mnogih programa bezbednosti vozila i puteva.
Isto tako motorna vozila su postala vie zatitnika prema putnicima kao rezultat
mnogih promena u izradi vozila, materijalima i bezbednosnim aplikacijama. Sva nova vozila,
na primer, imaju ramove i karoseriju koji apsorbuju energiju, pojaseve, savitljiv toak
upravljaa i dodatne sisteme zatite u vidu vazdunih jastuka.
Poboljanja u ,,izbegavanju sudara su se pokazala kao veoma teko dostupna, najvie
zbog toga to na mogunost sudara utie niz kompleksnih i povezanih faktora koji ukljuuju
vozae, vozila, put i okolinu. Ovde u prvi plan iskae ljudski faktor voza. Greke vozaa i
njegove loe performanse prouzrokovane od faktora koji rangiraju od trenutka ometanja do
vonje pod uticajem alkohola su glavni uzronici veine saobraajnih nezgoda. Da bi
nadoknadili i poboljali performanse vozaa, proizvoai automobila usresredili su skoro svu
svoju panju na izradu vozila sa ureajima koji bi bili laki za upotrebu i prilagodljiviji
vozaima na primer, kroz bolje koenje, bolju stabilnost, upravljivost i vidljivost. ABS,
dodatna visoko podignuta stop svetla na zadnjem vetrobranskom staklu, jai farovi, upotreba
LED dioda umesto klasinih sijalica su samo primeri neke od oprema vozila stvorenih sa
ciljem da pomognu vozaima u rutinskim i opasnim situacijama.
Uprkos mnogim merama ,,izbegavanja sudara koje su uinjene, greke vozaa i dalje
ostaju najvaniji uzrok saobraajnih nezgoda. Tako rei od svih uzronika saobraajnih
nezgoda (vozilo, voza, put i okolina) ljudski faktor, tj. voza, uestvuje sa oko 90 %.
Eliminisanjem oveka kao izazivaa saobraajnih nezgoda broj poginulih u saobraajnim
nezgoda bi se drastino smanjio.

Slika 2.1. Presek uzroka saobraajnih nezgoda kao posledica ljudskih faktora8
Analizirajui saobraajne nezgode kao posledice ljudskih faktora (slika 2.1.), vidi se da
ljudske greke neposredno pre saobraajne nezgode kao to su kanjenje u reagovanju, greke
8

www.ahsra.or.jp

63

u proceni i nepravilnom upravljanju vozilom ine oko 75 % svih saobraajnih nezgoda.

Kanjenje u reagovanju je posebno veliki faktor koji uestvuje sa oko 47 %. Kako bi se smanjio
broj saobraajnih nezgoda neophodno je preduzeti nove kontramere u trenutku ,,neposredno
pre nastajanja saobraajne nezgode. Kontramere za smanjenje saobraajnih nezgoda se
grupiu u 4 grupe (slika 2.2.) i to: ,,pre, ,,neposredno pre, ,,tokom i ,,neposredno posle, i
,,posle saobraajne nezgode.

Slika 2.2. etiri grupa mera za smanjenje broja saobraajnih nezgoda

Veliki napori su uinjeni kako bi se sprovele mere iz oblasti ,,pre saobraajnih nezgoda
kao i kod mera za vreme trajanja nezgode i posle saobraajne nezgode koje se odnose na
smanjenje teina saobraajnih nezgoda. Ove mere su ve bile spomenute na poetku izlaganja,
a uglavnom se odnose na poboljanje putne mree, instaliranje saobraajne opreme i
edukaciju uesnika u saobraaju. Kao posledica ovih napora broj nastradalih se smanjuje.
Sledea grupa mera se odnosi na mere koje je potrebno preuzeti ,,neposredno pre
nastanka saobraajne nezgode kako bi se uticalo na smanjenje broja saobraajnih nezgoda. Na
alost do skora mere iz ove oblasti nisu mogle da se preduzmu zbog nedostataka tehnologija
koje bi dejstvovale na vreme i omoguile spreavanje sudara. Kako se krajem osamdesetih
godina prolog veka pojavljuje informatika revolucija koja je posledica ubrzanog razvoja
elektronike pojavljuju se jedni novi tehnoloki sistemi vezani za drumski saobraaj i transport
Inteligentni transportni sistemi ITS. Radi ostvarenja cilja smanjenja ukupnog broja
saobraajnih nezgoda moramo se fokusirati na ovu oblast mera (,,neposredno pre
saobraajnih nezgoda), koje su tehniki neostvarljive bez primene ITS a. U verovanju da
postoji veliki neiskorieni potencijal za smanjenje broja saobraajnih nezgoda poboljanjem
performansi u vonji irom sveta razvijaju se nova istraivaka orua koja bi pomogla u vonji
u vidu informacionih sistema, sistema kooperacije izmeu vozila i izmeu vozila i
infrastrukture, sistema koji bi neposredno pre nastanka sudara preuzimali kontrolu nad
vozilom.
Mere koje se nalaze u oblasti za vreme i ,,neposredno posle saobraajne nezgode se
odnose na ublaivanje povreda uesnika u saobraajnim nezgodama koje se ostvaruju uz
primenu pojaseva, vazdunih jastuka (to bonih, to frontalnih), kao i korienje ramova koji
apsorbuju energiju sudara.
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Grupa mera posle sudara se odnosi na pravovremeno delovanje slubi koje pruaju
medicinsku pomo povreenim u saobraajnoj nezgodi, kao i analize saobraajnih nezgoda
kako bi se izveli zakljui o uzrocima saobraajnih nezgoda i oceni primene odgovarajuih
mera poboljanja bezbednosti saobraaja (kao i mera preduzetih neposredno pre nastanka
saobraajne nezgode).
Osim bezbednosti saobraaja, inteligentni transportni sistemi su nali i primenu i kod
poveanja evikasnosti odvijanje saobraaja i poveanja kapaciteta postojeih saobrajnica
(Elektronska naplata putarine, pametne raskrsnice, upravljanje saobraajem u razliitim
vremenskim prilikama).
Uvoenje inteligentnih transportnih sistema ne bi bilo mogue bez raspodele
finansiskih sredstava. Naime, cela koncepcija inteligentnih transportnih sistema je zamiljena
tako da deo finasiskih ulaganja podnese privatni sktor a deo javni sektor. Privatni sektor bi
podneo deo ulaganja koja bi se odnosila na vozila, tj. na ITS sisteme na vozilima (ovde se
narano najvie odnosi na sisteme koji se odnose na poboljanje bezbednosti, kao to su
sistemi koji upozoravaju na sudar, sistemi za ibegavanje sudara kao i odreene podrke
vozaima) dok bi javni sektor podneo deo ulaganja koji se odnosi na infrastrukturu.
Ova podela finansijskih sredstava bi trebalo da bude i osnova za uvoe Inteligentnih
transportnih sistema i u Srbiji.

3. ITS u Republici Srbiji

O inteligentnim transportnim sistemima u Srbiji u poslednjih para godina se dosta
pria, ali dalje od te prie nikako da se napravi neki razumniji korak. Inteligentni transportni
sistemi su u Srbiji su zastupljeni u maloj meri ili ako su zastupljeni ne zna se da su to u opte
inteligentni transportni sistemi. Ako inteligentni transportni sistemi u Srbiji imaju neki
poetak onda je on sigurno na fakultetima i viim kolama. Mora se priznati da je to i dobra
polazna taka. Na ovaj nain se stvrara dobra atmosfera za stvaraje buduih kadrova koji e
moi na odreeni nain da upravljaju ovim sistemima u skorijoj budunosti. Naime, nesporno
je da e inteligentni transportni sistemi korak po korak, svojim dobrim osobinama, osvajati
jednu po jednu zemlju, i nadamo se jednog dana osvojiti i Srbiju. Sa druge strane usko
obrazovanje kadrova (to na srednjokolskom, to na nekom viem nivou) i dalje izostaje.
Dovoljno je napomenuti da praktino ne postoji ni jedan udbenik napisan na srpskom jeziku
(ili bar preveden neki strani) na ovu temu. Zastupljenost ITS a u obrazovanju svodi se na
istraivaki rad profesora ili studenata, ili zastupljenost pojedinih delova ITS a, u okviru
nekih drugih predmeta koji izuavaju saobraajnu struku. Tako da se stie utisak da nepostoji
adekvatan kadar (na prvo mesto se misli sa odreenom praksom) koji bi izuio, tj bio
kvalitetan predava iz ove oblasti.
Inteligentni transportni sistemi zahtevaju velika finasijska ulaga i tu je u principu i
glavnim problem uvoenja inteligentnih transportnih sistema, kako u Srbiji tako i u zemljama
u okruenju. Meutim pojedini sistemi mogu biti i ekonomski opravdani. Tako je u Srbiji pre
par godina zaiveo sistem elektronske naplate putarine, a u eksperimentalnoj fazi je i sistem
uparavljanja putevima usled vremeskih prilika koji daje izuzetno dobre rezultate. Ovi sistemi
kao i drugi ekonomski isplativi sitemi takoe mogu da budu dobra osnova za uvoenje
inteligentnih sistema.
Priati o uvoenju ITS a, pri tome ne osvrnuti se na bezbednost saobraaje je
nezamislivo, iz prostog razloga zato to je bezbednost saobraaja bila osnova za uvoenje ITS
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 a. Bezbednost saobraaja u Srbiji kao i u zemljama u regionu je u dosta loem stanju (veliki
broj poginulih, vonja pod uticajem alkohola, loa putna infrastruktura, starost voznog parka,
loa obuka vozaa), ali primena ITS u ovoj oblasti obino je neispaltiva ili isplativa na dui
period. Kada se pria o ITS u u bezbednosti to su mahom sistemi koji su vezani za vozilo i
drastino poskuplju cenu vozilu i kada se na to doda ivotni standard u Srbiji, shvata se zato
ovi sistemi jo uvek nisu zastupljeni. Meutim tu je i deo bezbednosti ITS a, koji se odnosi i
na infrastrukturu i tu bi drava trebalo da uini odreeni pomak, kako bi se barem ti sistemi
implementirali (kao to su pruanje odreenih informacija du saobraajnica, ili uvoe
pametnih raskrsnica). Takoe mnogi pokuaji da se pobolja bezbednost primenom novih
zakon kao i poboljanom obukom vozaa, po autoru, nije dala rezultate (i dalje veliki broj
saobraajnih nezgoda kao i poginulih lica), tako da su trokovi saobraajnih nezgoda i dalje
dosta visoki. Onda se kao direktna posledica iznetih injenica inteligentni transportni sistemi
sami nameu kao mogue reenje problema.
Ako se posmatra politika situacija u Srbiji i drugim zemljama u regionu, zatim
konstantan nedostatak finasijskih sredstava, nedovoljno strunog kadra i nedostatak volje da
se celokupan saobraajni sistem promeni, jasno je zato inteligentni transportni sitemi nisu u
veoj meri zastupljeni.
4. Mogunosti primene ITS a u Srbiji
Sa aspekta drumskog saobraaja Srbija ima odluno poziciju, naime nalazi se na
putevima koji direktno povezuju istok i zapada (koridor 10), tako da veliki broj drumskih
vozili koristi putne pravce kroz Srbiji kao tranzitnu zemlju. Ovo otvara velike mogunosti za
primenu informacionih sistema koji pruaju vozaima odreene informacije na razliitim
jezicima. Ove informacije bi se pruale putem displeja postavljenim pored puta ili iznad puta
na glavnim saobraajnicama. Informacije koje bi voai u ovim sluajevima dobijali odnosile
bi se na upozerenja vozima na opasne krivine, saobraajnu nezgodu, vremenske prilike
(temperaturu, postojanje leda na kolovozu), ujedno bi mogle da se koriste i kao vertikalna
signalizacija sa izmenjivim sadrajem. Ovi sistemi moda nisu direktno ekonomski iplativi, ali
zajedno sa elektonskom naplatom putarine omoguavaju vozaima udobniju, prijatniju i to je
najvanije bezbedniju vonju.
Vinovnici smo veliki saobraajnih guvi u gradovima. Ono to je nekada bilo
karakteristino za veliki gradove sada je postala realnost i u mnogo manjim gradovima. Porast
stepena motorizacije rezultirao je velikim saobraajnim guvama pogotovu u zonama
raskrsnica. Sistemi svetlosne soabraajne signalizacije koji se koriste na rasksnicama u Srbiji
datiraju jo iz perioda od pre trideset i vie godina (semafori sa fiksnim vremenom rada) tako
da ne mogu da podnesu teret modernog drumskog saobraaja. Ove reskrsnice su idealna
prilika za primenu sistema inteligentnih (pametnih) raskrsnica (rasksnica sa promenljivim
vremenom rada). Ovo bi omoguilo efikasnije odvijanje saobraaja, tj. smanjenje vremena
zadravanja vozila na prilazima raskrsnica. Ovaj sistem ne treba smatrati previe
komplikovan. Naime, u tehnikoj koli u Zajearu, uenici elektro smera u saradnji sa
uenicama saobraajnog smera, i predmetnim nastavnicima napravili su maketu i softver
pametne raskrsnice. Razlika izmeu makete i njene primene gotovo da ne postoji. Onda izvodi
zakljuak ako srednjokolci mogu da naprave ovakava sistem zato takav sistem nije
primenjen u praksi, kad ujedno nije ni skup?
to se tie bezbednosti, elemeti inteligentnih transportnih sistema mogu da se podele
na one elemente koji se odnose na infrastrukturu i one elemente koji se odnose na vozila. Po
autoru, elemeti ITS a koji se odnose na vozila direktno utiu na cenu samih vozila
(poskupljuju ih) i samim tim njihova primena zavisi od standarda stanovnitva u nekoj dravi
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(Srbija i zemlje u regionu sa time ba i ne mogu da se pohvale). Sa druge strane poboljanje

bezbednosti kroz upotrebeu ITS a na infrastrukturi ima daleko bolje izglede da se primeni.
Ovde se najvie i misli na pruanje odreenih informacija i upozorenja od starne displeja
postavljenih pored ili iznad saobraajanica o emu je ve bilo rei.
Poto Srbija takoe lei i na veoma vano eleznikom koriduru, koji paralelan
drumskom, i vodnom (plovni tok Dunava) onda se otvara i mogunost primene inteligentnih
transportnih sistema u intermodalnom i bimodalnom transportu (ovde treba naglasiti takoe
da ovi sistemi spadaju u ekonomsko isplative siteme).
Naravno ovde ne treba iskljuiti i ostale sisteme iz oblati ITS a, ve saekati pogodni
trenutak za njihovu primenu, jer ITS ima i svoju evoluciju koja podrazumeva dostizanje
potpuno automatizovanog putnog sistema koji omoguava NULA broj poginulih i minimalne
vremenske gubitke.
5. Mesto obrazovanja u arhitekturi ITS a
Intligentni transportni sistemi kao skup imaju svoju arnitekturu (ili po nekim autorima
strukturu), kod koje su pojedini delovi mueusobno manje ili vie povezani. Pojedini sistemi
su zavisni jedni od drugih (kao to su sistemi podrke bezbdenoj vonji), a pojedini nezavisni
(elektronska naplata putarine). Sastani deo arhitekture i procesa uvoenja ITS a ini i
obrazovanje. Bez adekvatno obrazovanih ljudskih resursa na svim nivoima ovih sistema nema
ni dobrog funkcionisanja inteligentnih transportnih sistema.
Meutim, i pre obrazovanja i pre arhitekture mora da postoji informisanje
(informisanje o ITS u neki autori i inenjeri smatraju sastavnim delom arhitekture ITS a).
Naime da bi se neko u opte kolovao iz ove oblasti (bez obzira da li se radi o srednjem ili o
viem stepenu obarazovanja) mora od nekuda da uje za ITS. Ovi sistemi jesu vezani za
saobraaj, ali su ujedno i vezani za elektroniku i telekomunikacije, tako da praktino mogu biti
zastupljeni u svim ovim oblastima. Sigurno je da se sada ovi sistemi informativno (autor
govori o Srbiji) mogu uti jedino od strane profesora i nastavnika koji predaju u neki
saobraajnim kolama i fakultetima. Da bi do dece u srednjokolskom uzrastu dola
informacija o ovim sistemima i neki drugi delovi drutva moraju da se ukljue, kao to su razni
mediji (pre svega TV i emisije koje se bave saobraajem, kao i internet). S obzirom da su
inteligentni transportni sistemi nova a samim tim i interesantna oblast, sigurno su u stanju da
privuku veli broj interesenata koji bi izuavali ove sisteme. Ne sumljivo je, po autoru, da ITS
treba da se izuava u okviru saobraajne struke sa primenom elemenata elektronike i
telekonunikacija kao i programiranja.
Ako posmatramo arhitektruru ITS a od procesa uvoenja pojedinih sistema, do
grupisanja istih kao i do konanog uvoenja, sigurno je da se obrazovanje ne nalaizi na
poetku, ni na sredini, a po gotovu ne na kraju, ve da prati celokupan proces od uvoenja do
grupisanja ovih sistema. I na kraju kada bi se dobio sistem koji je u potpunosti funkcionalan
treba nastaviti i dalje na polju obrazovanja kroz usavravanje postojeih kadrova uz
konstantno formiranje novih.
Kako ovaj simpozijum baca akcenat na srednjokolsko obrazovanje, postavlja se
pitanje gde je mesto srednjokolskog obrazovanja u okviru arhitekture ITS a. Po autoru u
okviru srednjokolskog obrazovanja iz ove oblasti treba kolovati kadrove (tehniare) koji bi
po zavretku procesa obrazovanja bili u stanju da upravljaju i koordiniu pojedinim
sistemima (kao to je, na primer, elektronska naplata putarine, pametne raskrsnice, sistemi
podrke vozaima). Takoe je ovim acima treba pruiti i mogunost za dalje kolovanje, ime
67

bi se stekli kadrovi sa veim stepenom obrazovanja koji bi mogli da usavre postojee sisteme.
Naime sigurno e doglednoj budunosti inteligentni transportni sistemi postati posebna
oblast u okvri saobraaja kao sitema i zahtevae usko specijalizovanu radnu snagu, a
obrazovanja u arhitekturi ITS - a upravo to mora da ima za cilj.
Odakle poeti? Za poetak ostvariti kontakta sa ljudima koji se ve bave ovom oblau,
organizovati seminare na temu, upoznavati djake sa ovom oblau na redovnoj i dopunskoj
nastavi, stimulisati istraivaki rad kod dece i pisanje radova na ovu temu itd. Ovo je samo deo
onoga to bi nastavnici u srednjim skolama mogli da preduzmu kako bi inteligentne
transportne sisteme pribliili djacima srednjokolskog uzrasta. Saradnja izmeu skola (kao
ovaj simpozijum na primer) iz regiona je odlina osnova za razmenu iskustava iz ove oblasti.
Po autoru, jedan od poetka razvoja ITS u obrazovanja bila bi izrada prirunika ili udbenika
sa skolama iz regiona, gde bi se stvorila univerzalana platvorma za razvoj ITS i njegovo
usavravanje.
J
edan od sigurno znaajnih elementa u arhitekuri ITS a, je formiranje specijalizovanog
instituta iz ove oblasti, nalik na zemlje zapadne Evrope i istoka Azije. Institut bi u svakom
pogledu mogao da vri kontrolu pojedinih sistema, da ih usavrava, da daje savete i da
dodatno usavrava kadrove, naravno u saradnji sa visoko kolskim institucijama.
Kratak rezime svega ovoga bi bilo, da bez adekvatnog obrazovanja i dobre osnove za
dalje kolovanje, nee biti ni brzog i efektnog razvoja i primene ITS - a u Srbiji. ITS je grana u
razvitku i sa odgovarajue pripremljenim kadrovima bi bila ansa Srbije da ispliva kao zemlja
ispred ostalih i da bude lider u regionu ovoj oblasti. Naravno, da bi to postigla mora da stvori
odgovarajuu platformu u obrazovanju za razvoj, kao i da postoji odgovarajua politika volja
(poto je ona, pokazalo se, presudna za mnoge stvari).

Literatura
[1] Carbaugh J., Godbole N. D., Sangupta R.: Safety and Capacity Analysis of Automated and
Manual Highway Systems, California PATH Program, Univesety of California, Berkeley,
1997
[2] Vukanovi S.: Uvoenje oblasti ITS u obrazovni proces na tehnikim fakultetima, da ili ne?,
Tehnika broj 5, 2006
[3] www.mlit.go.jp
[4] www.jice.or.jp
[5] www.ahsra.or.jp
[6] www.cvhas.org

Tehnika kola Zajear

Puji Goran Graduate traffic eng.
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APPLIANCE AND RESTRICTIONS OF ITS IN THE REPUBLIC OF SERBIA

Abstarct
Intelligent transportation systems have significant importance in modern road traffic
and transport. Many developed and less developed countries implement some areas of these
systems and successfully implement these systems into existing road and urban traffic
system. In shortly, intelligent transportation systems are systems that use telecommunication
and information technologies in certain areas of road and urban traffic and transportation.
Where is Serbia in this area and what position should Serbia take in global intelligent
transportation system is very questionable. The main disadvantage for implementation of these
systems in Serbia and the countries in the region is certainly money and lack of architecture and
established aims. On the field of intelligent transportation systems, cooperation between the countries
of the region is very important.

Key words: Intelligent transportation systems, telecommunication and information

technologies, architecture, established aims.

Introduction
The main reason for the implementation of the telecommunication and information
technologies into the road traffic and transport, at the beginning, was the improvement of
traffic safety and, at the same time, the improvement of traffic efficiency. Later those
technologies got united into one new area known as Intelligent transportation systems
Besides lots of efforts which are made to improve the traffic safety in the last twenty or
even thirty years the number of traffic accidents is still rising, though the progress in the field
of passive safety led to the reduction of the number of fatalities in the traffic accidents. All
these improvements have been followed by big financial investments on the one side by the
public sector (building and reconstruction of roads) and on the other by the private sector
(car manufacturing and application on vehicles). As a result of all these improvements some
crash phases got improved such as phases before the crash, through the crash and after the
crash, while the phase right before is left without the improvement. The improvements in
this phase were impossible without appropriate technologies which became available last ten
to fifteen years. These technologies refer to the usage of certain applications on vehicles. Their
function is to provide real time information to the drivers in case of an emergency so they
could react the right way or to take over the vehicle control and to easy some of the routine
driving skills. Otherwise, lots of traffic accidents occur because of the imperfection of the
human organism (inability to react fast) or due to some outside interference in some cases on
which drivers do not have enough time to react and the consequences are the traffic accidents.
Although the intelligent transportation systems dominate in the area of traffic safety
they do not enable the improvement of traffic safety. There are a lot of systems that enable
efficient functioning of traffic and easier organization of traffic and transport both the road
and intermodal. In the further context, a short retrospect of these systems will be done, but
the accent will be on the possibilities of usage of these systems in the republic of Serbia, the
problems which are related to their appliance and potential solutions. Since the high school
education is the essence of this symposium, one part of this work is dedicated to the relevance
of high school education in architecture of these systems.
1. What is ITS
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ITS or Intelligent transportation systems are common name for different advanced
transportation technologies related to road traffic and transport which are trying to assist
during driving, increase capacity and efficiency of road traffic and transport system, increase
traffic safety and assist transportation agencies and organizations in managing their devices
and facilities and regulating traffic. Intelligent transportation systems are consisted of great
variety of wire and wireless data transfer technologies and electronic technologies. These
technologies are integral part of road infrastructure and vehicles thus increase traffic safety
and efficiency of the traffic and transport system. For the pioneers in this area are considered
to be USA and Japan, while countries of the western Europe join in some time later. According
to this, there are different definitions of the ITS, depending on the country which is developing
them. These definitions speak about the same thing on different ways. Definitions, generally,
can be divided into two groups: ones which are hardware oriented and others which are
software oriented. Key words of hardware oriented definitions are traffic, data acquisition,
communication connections, command center:
ITS represents appliance of computer, information and communication technologies on
road network and in transportation units which provide service of people and goods transport.
Key words of software oriented definitions are traffic, user, intelligent optimization
with aim of increasing efficiency and safety:
ITS is adaptive, intelligent integration of vehicles, drivers and transportation system for
the purpose of more efficient and safer traffic.
These definitions do not indicate their incompatibility, but indicate that ITS is
analyzed, researched and applied on different levels. It can be said that hardware definitions
are more oriented towards industrial manufacturers which produce certain applications of
intelligent transportation systems, while software definitions are characteristics scientific
research works.
As far as partition of intelligent transportation systems, they are also different
depending on the country that develops them (Japan and USA). USA divides these systems on
intelligent infrastructure and intelligent vehicles. Within the scope of intelligent infrastructure
there are:
Road Weather Management
Roadway Operations and Maintenance
Crash Prevention and Safety
Information Management
Traveler Information
Electronic Payment
Emergency Management
Artirial Management
Transit Management
Freeway Management
Incident Management
Intermodal Freight,
Commercial Vehicle Operation
while within the scope of intelligent vehicles there are only three areas:

Driver Assistance Systems

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 Collision Avoidance Systems

Collision Notification Systems

Unlike the USA, Japanese have slight different partition of the ITS. They consider ITS as
a developing area and they do not divide ITS on intelligent infrastructure and intelligent
vehicles. Their partition consists of nine developing areas:
Advanced navigation systems
Electronic toll collection
Safe driving assistance
Traffic management optimization
Increased road management efficiency
Public transport support
Increased functioning of commercial vehicles
Pedestrian support
Ambulance support
This Japanese partition of the intelligent transportation systems is applied to the tip of
the service these systems can provide. It can be noticed that these two groups of partition are
practically the same, thus the American partition is more detail.
Among all these systems, the priority have the systems that save human`s life. This is
related to the group of systems which alert drivers to the possible collision, assist driver or
take over the control of the vehicles in case of emergency.
ITS unites one ides that seems futuristic. Namely, all these systems, when related
among themselves, enable forming system of completely automated driving (AHS
Automated highway system). In short, this is the system that enables driving without a driver,
ie. the only role of driver is monitoring the system. This system can reduce the number of
fatalities of car accidents (the objective is that number of dead be equal to zero) and eliminate
time losses in traffic.
2. The reasons for implementation of ITS
Although, the intelligent transportation systems provide wide range of services in area
of road traffic and transport (such as reducing congestion, increasing street capacity, reducing
the amount of the exhaust gasses etc). Their main reason for development came from desire
to reduce the number of traffic accidents and number of fatalities in them.
Factors which contribute accident on the road, especially the ones that for the
consequence have death and serious bodily injuries, have been the topic of many extensive
researches. Car manufacturers and their suppliers spent many years and billions of dollars on
researching, developing and implementing devices and equipment for improving car safety.
On the other side, countries have been striving to improve road infrastructure on which these
vehicles run and improve driver`s skills.
One way, on which researchers frame the problem of traffic safety, is separation
vehicle crashes before and after the crash. Crash avoidance is the term that is often used to
describe improvements on vehicles, road environment and driver`s skills which can reduce
the possibility the traffic accident can happen. Crash protection and crashworthiness are the
terms that apply on improvements on vehicles and road environment which can reduce the
weight of traffic accidents for example: protecting passengers and reducing impact forces
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during crashes. Improvements in crashworthiness and other measures of passenger

protection in vehicles during crashes have been the topic in vehicle and road safety programs.
Equally, road vehicles have became more protective towards the passengers as a result
of many changes in vehicle`s construction, materials and safety applications. For example, all
new vehicles have frame and body that absorb the energy of the crash, flexible steering wheel,
air bags etc.
Improvements in crash avoidance have shown that are hardly accessible, especially
because the possibility of crash depends on many complex and related factor which include
drivers, vehicles, road and environment. Here, the dominant factor is driver. Driver`s
mistake and his bad skills caused by the factor ranging from the moment of obstruction to
driving under influence of alcohol are the main reasons of most traffic accidents. To
compensate and improver driver`s skills, car manufacturers focused their attention on
producing vehicles with devices and equipment that can be easier to use and adaptive to
drivers, such as better brakes, better stability, controlling and visibility. ABS, additional high
raised stop lights, usage of LED lights in stead of classic ones are just some of examples of
devices which are created with the objective to help drivers in routine and dangerous
situations.
Despite many crash avoidance measures which have been done, driver`s mistake are
still the most important cause of traffic accidents. So to speak, human factor participate with
90% of all causes (vehicle, road, driver and environment) in traffic accidents. If it is possible
to eliminate man as a instigator of traffic accidents the number of fatalities in traffic accidents
will drop significantly.

Picture 2.1. Human factor traffic accident causes section

Analyzing traffic accidents as a result of human factors (picture 2.1.), it can be seen that
human errors, right before traffic accident, such as delays in responding, errors in assessment
and incorrect vehicle driving participate with 75% of all traffic accident causes. Delays in
responding is a special large factor which participate with 47%. To reduce the number of
traffic accidents it is necessary to undertake new countermeasures at the moment right
before the accident. Countermeasures for reduction of traffic accidents are grouped in four
groups (picture 2.2.): before, right before, during, right after and after the traffic
accident.
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Great efforts have been done so that measures from the before the traffic accident
group could be carried out. This also refers to measures from during and after the traffic
accident which apply on reducing the weight of traffic accidents. These measures have been
mentioned at the beginning of exposure, and mainly they are focused on improving road
infrastructure, installing traffic equipment and education of road users. As a result of these
efforts the number of fatalities is declining.
Next group of measures refer on measures which necessary have to be taken over
right before the traffic accident so the number of traffic accidents could even more decline.
Unfortunately, since recently, the measures from this group could not been under taken
because of lack of technologies that could act on time and enable crash avoidance. As at the
end of the eighties the informatics revolution begins, which is the result of rapid development
of electronics. One new technological system starts to appear which is related to road traffic
and transport - Intelligent transportation systems ITS. For realization the aim of reducing the
number of traffic accidents it is necessary to focus on this group of measures (right before
traffic accidents), which are technical unrealizable without usage of ITS. In the belief that
there is great potential in reducing the number of traffic accidents by improving driving
performances, new researching tools that could assist during the process of driving such as
information systems, vehicle to vehicle and vehicle to road cooperating systems and systems
that take control over the control of the vehicle in the case of emergency have been developed
world wide.

Picture 2.2. Four group of measures gor reducing the number of traffic accidents
The measures in during and right after the traffic accident group refer to mitigating
injuries of participants in traffic accidents which can be achieved through usage of seat belts,
air bags (frontal and side ones), and also using the frames that absorb the impact energy.
The group of measures after the traffic accident refer to real time acting of the
emergency services that provide medical help to injured people in traffic accidents, and also
the analysis of traffic accidents so the conclusions of traffic accident causes can be made and
evaluate the usage of certain measures of improving traffic safety (and also the measures that
have been conduct right before the traffic accident).

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Except traffic safety, intelligent transportation systems are also used to increase traffic
efficiency and traffic capacity of existing roads (electronic tool collection, intelligent
intersections, weather management).
The ITS implementation would not be possible without distribution of financial means.
Namely, the whole conception of intelligent transportation systems is conceived in that way
that one part of financial investments should be bear by the private sector, and the other by
the public sector. Private sector would bear the part of investments which are related to the
vehicles, that is to the ITS equipment on vehicles (This refers to the systems that improve
traffic safety, such as crash warning systems, crash avoidance systems and other driver
support systems), while the public sector would bear the part of investments which is related
to the road infrastructure.
This financial distribution should be the basics for intelligent transportation system
implementation in Serbia.
3. ITS in Republic of Serbia
It is said a lot about the intelligent transportation systems in Serbia last few years, but
it did not come far from speaking. Intelligent transportation systems are represented to a
small extent in Serbia or if they are represented people don`t know that they are intelligent
transportation systems. If the intelligent transportation systems have the beginning in Serbia,
it is certainly on universities. It must be recognized that that is a good starting point. This way
is good to create an atmosphere in which skilled stuff can be educated that can mnage these
systems in certain way in the near future. Namely, there is no doubt that intelligent
transportation systems would go step by step and conquer country by country and one day,
hopefully, they will conquer Serbia. On the other side narrow educated stuff (whether it is on
the high school level or university level) is still missing. It is enough to say that there isn`t
practically any written textbook on Serbia (not even translated) on this topic. The
representation of ITS is reduced to a research work of teachers or students or as a part of
exiting subjects in traffic and transport books. So that one gets the impression that there isn`t
adequate stuff (with practical knowledge) that would teach, i.e. be a good teacher in this area.
Intelligent transportation systems demand large financial investments and that is the
main problem for the implementation of intelligent transportation systems both to Serbia and
in surrounding countries. However, there are some systems that can be economically justified.
So in Serbia started a system of electronic tool collection few years ago and the system of
weather management is in the experimental faze and it is giving good results. These and
others systems that are economically justified can be good basics for implementation of
intelligent transportation systems.
When it is talked about implementation of ITS and not to consider the traffic safety is
unimaginable, for the simple reason because the traffic safety was the basics for
implementation of ITS. Traffic safety is in bad condition both in Serbia and in countries in the
region (large number of fatalities, driving under influence of alcohol, bad infrastructure, old
vehicles, inadequate driver`s training). But using ITS for this purpose is unprofitable or
profitable in a long period of time. When it is talked about ITS in traffic safety it is talked about
the systems that are related to vehicles and drastically increase the cost of vehicles and when
you combine these costs with the living standard in Serbia it is clear why these systems a still
not in use. However, there are some safety intelligent transportation systems which are
related to the infrastructure and this is something the country itself could do, i.e. implement
some systems such as smart intersections and providing certain information to drivers. Also,
74

many attempts to improve traffic safety through applying new laws and improving driver`s
training have failed (there are still large number of traffic accidents and fatalities), so the costs
of traffic accidents are still high. Than, as a direct consequence of represented facts, the
intelligent transportation systems impose themselves as a possible solution of the problem.
If the political situation in Serbia and in the region is observed, than, constant lack of
financial means, not enough educated stuff and lack of will to change the entire traffic system,
it is clear why intelligent transportation systems are not impose in any greater extent.
4. Possibilities of application of ITS in Serbia
In terms of road traffic and transport, Serbia has an excellent position. That is to say,
Serbia is located on roads that directly connect east and west (corridor 10), so, lots of road
vehicles use these roads as transit ones through Serbia. This fact opens large possibilities for
application of informatics systems that provide certain information to drivers on different
languages. These information can be provided through large displays situated above or right
next to the road on main corridors. Information that drivers could receive in these cases
would refer to dangerous curves, traffic accidents, weather conditions (temperature, ice on
the road). At the same time these displays can be used as traffic signs with removable context.
These systems maybe aren`t economically justified, but together with electronic toll collection
can provide more comfortable, more pleasant and safer driving.
We are witnesses of large traffic jams in the cities. The thing that used to be
characteristic of large cities became the reality of much smaller towns. Increasing level of
motorization resulted with large traffic jams especially in the intersection areas. Traffic lights
systems that are used on intersections in Serbia date thirty and more years ago (traffic lights
with fixed time periods), so they can`t bear a load of modern road traffic. These intersections
are ideal places to implement smart intersection systems (traffic lights with variable time
period). This could enable more efficient traffic, i.e. reduction the waiting time on approach
the intersection. This system should not be considered to much complicated. In technical
school in Zajecar, students of electronics in cooperation with the students of traffic
department and their teachers have developed a model and software of smart intersection.
The difference between the model and its application practically do not exist. So, a conclusion
can be made. If high school students can make this system, why isn`t it in use when it isn`t
even expensive?
As far as traffic safety, elements of intelligent transportation systems can be divided on
those systems that refer to infrastructure and those systems that refer to vehicle. Elements of
ITS that refer to vehicles influence directly on vehicle price and because of that their
application depends on people`s living standard in a certain country (Serbia and countries in
the region can not boas with it). On the other side, the improving traffic safety through the
usage of ITS on the infrastructure has better prospects for implementation. The best chances
here have systems that provide certain information and warnings through the large displays
that are situated above and right next to the road, but this is already said.
Since Serbia also lies on very important railway corridors, which is parallel to the road
ones and on the river corridor (the Danube), there are a lot of opportunities for applications
of intelligent transportation systems in intermodal and bimodal transport (it is important to
mention that these systems are economically justified).
Of course, the other ITS systems shouldn`t be excluded, but they should wait the right
moment for their implication, because ITS has its own evolution which is achieving fully
automated road system that provides zero number of fatalities and minimal time loses.
75

5. The position of education in the architecture of ITS

Intelligent transportation systems, as a collection, have their own architecture (by
some authors structure), where, some parts are related more or less among themselves.
Some individual systems are depending on others (such as safe driving support systems), and
some are independent (electronic tool collection). Structural part of the architecture and the
process of implementation of ITS is education. With out adequate educated human resources
on all levels of these systems, there isn`t adequate functioning of intelligent transportation
systems.
However, before education and before the architecture there must be informing (some
authors consider informing about ITS a structural part of ITS architecture). For someone who
wants to get educated in this area (regardless whether it is a high school level or university
level of education), he first have to hear somewhere about ITS. These systems are used in
traffic and transport but are also related to electronics and telecommunications so they can be
represented in all these areas. It is certain that ITS can only be heard informatively by
teachers and professors who teach on traffic schools and faculties. In order to high school
student hear some information about these systems, some other parts of society must join in,
such as different medias (first of all TV shows about traffic, internet etc.). Since intelligent
transportation systems are relatively new area, and interesting one, it is almost certain that
ITS can attract lots of students that would like to study these systems. There is no doubt, that
ITS should be studied with in the scope of traffic departments with the applying of electronics,
telecommunication science and programming.
If the ITS architecture is observed from the beginning of the implementation through
the grouping of the individual systems and till the final implementation it is almost certain
that the education is not situated at the beginning, neither in the middle and especially not at
the end of this process, but it follows the entire process from the beginning till the end. And at
the end, where the completely functional system is achieved, the education should continue
improving existing skilled stuff and constantly educate new ones.
Since this symposium is related to high school education, a question is imposed: Where
is the place of high school education system within the ITS architecture? By author, within the
high school education systems, students should be educated in that way that they can be able
to conduct and coordinate individual ITS systems when they graduate (for example: electronic
tool collection, smart intersections, driver`s support systems). Also, these students should
receive adequate knowledge for further studies. This way a population of highly educated
stuff would be created and this stuff could than improve the existing systems. It is almost
certain that in the near future ITS will become unique area within the scope of traffic and
transport system and it will demand narrow specialized workforce, so the education in the
architecture of ITS must have this fact as its objective.
Where to start? At the beginning it is necessary to create contact with people who are
already in this area, organize meetings and symposiums on this topic, inform students about
ITS itself and news about ITS on regular and additional classes, stimulate research works
among students and constantly writing works on this topic. This is only part of what teachers
should do in high schools that would make intelligent transportation systems interesting
toward the students. Cooperation between the high schools in the region (like this
symposium, for instance) is excellent basis for exchange of experience in this area. By author,
the beginning of development of ITS in the education process would be creating guidebook or
76

a manual wit the high school in the region. This is how a universal platform for developing ITS
and its improving would be created.
A very important element of ITS architecture is forming a specialized institute in this
are like ones in west Europe and eastern Asia. The institute, could monitor individual systems,
improve them, give advices, and additionally improve human stuff, of course, with
cooperation of educational institutions.
A short summary of this work would be that without adequate education and good
basis for further education, there wouldn`t be fast and effective development and application
of ITS in Serbia. ITS is a developing area and with appropriate prepared human resources it
would be a great opportunity for Serbia to become the leader in the region in this area. Of
course, to achieve this Serbia must create an appropriate basis in education system for further
development and good political will (the practice has shown that it was crucial for many
things).

Literature
[1] Carbaugh J., Godbole N. D., Sangupta R.: Safety and Capacity Analysis of Automated and
Manual Highway Systems, California PATH Program, Univesety of California, Berkeley,
1997
[2] Vukanovi S.: Uvoenje oblasti ITS u obrazovni proces na tehnikim fakultetima, da ili ne?,
Tehnika broj 5, 2006
[3] www.mlit.go.jp
[4] www.jice.or.jp
[5] www.ahsra.or.jp
[6] www.cvhas.org

SOU TAKI DASKALO-BITOLA REPUBLIKA MAKEDONIJA

77

M-r Kozuvarovska Gordana, prof. dipl. inz.

SAOBRACAJNA POLITIKA U FUNKCIJI OBRAZOVANJA SAOBRACAJNIH

KADROVA
APSTRAKT
Zhiveeme vo edno dinamichno vreme, zhiveeme vo grad i Republika na golema frekfencija
na motorni vozila.
Zatoa se javi potreba od formiranje na uchilishna soobrakajna edinica vo Bitola i poshiroko
vo Republika Makedonija nerazdelno so chlen 408 od Zakonot za bezbednost na soobrakajot
na patishtata. Zaradi ostvaruvanje na povolni uslovi za bezbednost vo soobrakajot se osnova
Uchilishna soobrakajna edinica.
Poslednata godina USE- uchilishna soobrakjajna edinica e angazhirana od strana na
Sovetot za bezbednost na soobrakajot na patishtata i SVR Bitola, pri sproveduvanje na
preventivno edukativnite manifestacii, obezbeduvanje na sobiri od sekakov vid kako i sekade
kade shto imalo potreba od fizichko reguliranje na soobrakajot I drugi aktivnosti.
Chlenovite na USE mnogu pridonesuvaat za podignuvanje na nivoto na soobrakajnata
kultura kaj mladite kako i suzbivanjeto na negativnite pojavii, alhoholot, drogata i
nevnimanieto koi ja finansiraat chudnata igra kade vlogot e zhivotot a dobivkata e smrtta.
Zarem ima neshto pobolno od izguben chovechki zhivot? Nishto ne e poskapo od
chovechkiot zhivot i nishto nemozhe da bide pobolno ako zagubeniot zhivot e detski.
Zatoa Sovetot za bezbednost na R.Makedonija vovede edukativna akcija na tema:
Zapoznavanje so osnovite na soobrakajnata bezbednost i soobrakajnata kultura
1 Soobrakajni pravila i propisi i osnovite na bezbednosta vo soobrakajot
2 Soobrakajna kultura i etika vo soobrakajot
Kluchni zborovi: uchilishna soobrakajna edinica, soobrakajna kultura i etika vo soobrakajot
FORMIRANJE I ANGAZHIRANJE NA USE
Zhiveeme vo edno dinamichno vreme, zhiveeme vo grad i Republika na golema frekfencija
na motorni vozila, zhiveeme da se sakame, da se borime, da pobeduvame no se so ista cel vo
potraga po vistinata. Zatoa se javi potreba od formiranjeto na prvata uchilisna soobrakajna
edinica vo Bitola i poshiroko vo Republika Makedonija, nerazdelno so chlen 408 od Zakonot
za bezbednost na soobrakajot na patishtata. Zaradi ostvaruvanje na popovolni uslovi za
bezbednost vo soobrakajot se osnovaa soobrakajni patroli na gragjani i uchilishni soobrakajni
edinici.
Uchilishnata soobrakajna edinica e formirana na 19.11.1988 godina so odluka na
Nastavnichkiot sovet pri CSNO Taki Daskalo od Bitola a so rabota zapochna na 1.03.1989
78

godina. I denes vo nea chlenuvaat uchenici od vtora, treta I chetverta godina koi prethodno kje
pokazhat pozitivni rezultati na testiranjeto.

Momentalno edinicata e sostavena od 25 do 30 uchenici koi nosat uniformi soglasno

Pravilnikot za oznakite i uniformite na chlenovite na USE.
Od formiranjeto do denes vo nea chlenuvaa 324 uchenici od SOU Taki Daskalo od Bitola,
edinicata se obnovuva sekoja godina na nachin utvrden so pravilnikot na uchilishteto, a
nivnoto chlenstvo zavrshuva so zavrshuvanjeto na nivnoto shkoluvanje vo SOU Taki Daskalo
Bitola Odgovoren nastavnik na USE e Gordana Kozhuvarovska.

Po pravilo na soobrakajnite patroli I edinici mozhat da vrshat reguliranje na soobrakajot vo

prisustvo na policaec. Po isklucok koga USE obezbeduvaat premin na shkolski deca preku
kolovoz pred uchilishta prisustvoto na policaec ne e zadolzhitelno. Uchesnicite vo soobrakajot
se dolzhni da postapuvaat spored baranjata na soobrakajnite patroli i edinici.

79

VNIMAVAJ VO SOOBRAKAJOT
Mnogumina ne znaat shto e toa soobrakajna nezgoda?
Kolku toa mozhe da bide teshka i tragichna i kakvi posledici nosi so sebe?
Soobrakajna nezgoda pretstavuva sekoja nezgoda koja se sluchi na pat, a vo koja
uchestvuvaa barem edno vozilo vo dvizhenje i vo koja edno ili povekje lica zaginale ili se
povredeni ili, pak e napravena materijalna shteta.
Dnevno vo R. Makedonija vo izminatite deset godini se sluchuvale od osum do devet soo.
nesreki, a sekoj tret den se gubel po eden chovechki zhivot. Vo periodot od 2001 do 2010god.
vo R.M nastradale 46 500 lica od koi 1 500 go zagubile zhivotot vo 24 000 soo.nesreki.
Vo analiziraniot period povredeni bile 4 230 deca na vozrast do 13 god, a 79 go zagubile
zhivotot.
Nishto ne e poskapo od chovechkiot zhivot, i nishto ne e povazhno ako zagubeniot
zhivot e detski.
Liberalizacijata vo postapkite na dobivanje vozachki dozvoli i vo polaganjeto na
potrebnite ispiti (sekoja avtoshkola-svoi komisii), neminovno go napravi svoeto. Znaejki go
nachinot na neoficijalnoto funkcioniranje na rabotite kaj nas voopshto, i vo ovaa svera, koja
nemozheshe da bide iskluchena od opshtite, se razbira, nepishani pravila, rabotite se odvivaat
slichno. Do posakuvanoto parche hartija (ili vo posledno vreme parche plastika), narechena
Vozachka dozvola, dojdoa ne mal broj mladi luge, daleku pred toa da go zasluzhat i daleku
pred da gi steknat makar i osnovnite poznavanja na soo. pravila i propisi, i vozachkite
veshtini.
Ovie podatoci ja nametnuvaat potrebata da se prevzemat preventivni merki za
zgolemuvanje na bezbednosta vo soobrakajot.
So analiza na statistichkite podatoci na soobrakajnite nezgodi mozhe so golema tochnost da
se odredat prichinite za nastanuvanje na soob. Nezgodi. Vo tie prichini spagaat: alkoholizirani
80

vozachi, nepochituvabnje na patnata signalizacija, psihofizichka sostojba, prebrzo vozenje,

velosipedistite, peshacite, decata a tuka kako problem se javuva upravuvanje na motorni vozila
bez vozachka dozvola.
Vo izminatite devet meseci soobrakajnata policija registrirala 12 500 prekrshoci
upravuvanje na vozilo bez vozachka dozvola. Lica shto upravuvale avtomobili bez vozachka
dozvola uchestvuvale vo 448 soo.nezgodi so poteshki posledici, vo koi zaginale 18 lica, a 657
povredeni.
Tokmu poradi ova se predviduva mozhnost maloletnite lica so napolneti 16 god. da se steknat
so pravo da se obuchuvaat za steknuvanje na vozachka dozvola od B kategorija.
Podobro e ovaa kategorija na deca da ja EDUCIRAME otkolku da ja KAZNUVAME. Zatoa
Sovetot za Bezbednost na R. Makedonija vovede edukativna akcija. Vo site opshtinski,
drzhavni i privatni sredni uchilishta vrshevme predavanja na uchenicite od prva do treta
godina na tema:
Zapoznavanje so osnovite na soobrakajnata bezbednost i soobrakajnata kultura
1Soobrakajni pravila i propisi i osnovite na bezbednosta vo soobrakaj
2Soobrakajna kultura i etika vo soobrakajot
Posle predavanjeto sekoj ucenik dobivashe prosiren anketen prasalnik so del od slednive
prashanja:
1. Dali smetas deka imas dovolno poznavanja od oblasta na bezbednosta na soobrakajot?
2. Dali i po cena na rizik bi upravuval so motorno vozilo pred da se steknes so vozacka
dozvola?
3. Dali si upravuval patnicko motorno vozilo?
4. Dali znaes sto e soobrakajna kultura?
5. Koe prevozno sredstvo go koristis za da dojdis na uciliste?
6. Dali se smetas dovolno vozrasen i zrel za da upravuvas so patnicki avtomobil na
vozrast od 16 godini?

81

SEKOJ TRET DEN PO EDNA ZRTVA VO SOOBRAKAJOT.

Zarem ovaj podatok ne e bolen?
Zarem seuste ke sedime so vkrsteni race i ke gledam kako na sekoi tri dena zaginuva po
edna zrtva vo soobrakajot?
Zatoa, za da gi sprecime site ovie nezgodi sto se prepletuvaat niz nas se pojavi potrebata za
formiranje na soobrakajnata edinica, da gi poducuvaat neinformiranite luge, a posebno
decata, da izvrsuvaat anketi, predavanja, manifesti so cel da gi namalime zagrozuvanjata sto
ne opkruzuvaat.
RAZMISLI.
AKO NE VNIMAVAS,
SIGURNO GUBIS!
VISTINSKA PRIKAZNA
Taa vecer Mitko G. cestese za sinot koj mu se rodi pred nekolku casa. Po edna caska so sekoj
dobar prijatel, a potem pobrza doma, bidejki utre e golem den, utre ke si gi zeme zenata I sinot
od bolnica!
Na prvite semafori, Mitko G. pomina na zolto. Negovata HONDA e vistinska sportska
ubavica.
Ne postoi crveno svetlo sto bi mozele da ja zapre, posebno sega..
Maliot T.S. imase devet godini. Od doma go imaa nauceno deka pesackiot se minuva na
zeleno, no toj gi gledase lugeto kako brzaat na crveno, pa trgna po niv. Tie se vozrasni, sigurno
znaat kako treba!
Mitko G. pomina na crveno I na vtorite semafori. No toa, za nesreka, bea istite na koi T.S.
pobrza da gi stigne vozrasnite. T.S. nikogas ne gi stigna Mitko G. Ke si go vidi sinot po nekolku
godini. Megutoa, i sto godini nema da bidat dovolni da go zaboravi T.S. Toa e senkata sto ke go
sledi celiot zivot.

82

RAZMISLI
AKO NE VNIMAVAS
SIGURNO GUBIS
ZAKLUCOK
VOZACI
Upravuvaj so motorno vozilo samo ako poseduvas vozacka dozvola.
Koga upravuvas so velosiped so motor zadolzitelno nosi kaciga na glavata.
Koga se priblizuvate kon pesacki premin, vozete pobavno i vnimatelno, za da mozete da go
zaprete voziloto i da gi propustite pesacite.
Koga pesakot e stapnat na pesacki premin, propustete go da premine.
Koga pesackiot premin e reguliran so svetlosni soobrakajni znaci, pocituvajte go
prvenstvoto na minuvanje na pesacite.
Koga ja menuvate nasokata na dvizenje, navreme vklucete gi trepkacite.
Koga ke naidete na zapren avtobus namalete ja brzinata I bidete vnimatelni, pesacite mozat
da ve iznenadat.
Koga svrtuvate na krstosnica, propustete gi pesacite koi go preminuvaat kolovozot.
PESACI
Koga ja preminuvate ulicata, najbezbedno e toad a go storite na pesacki premin.
Ako morate da ja preminete ulicata von pesacki premin, bidete krajno vnimatelni i
pretpazlivi, vozilata imaat prednost.
Koga ja preminuvate ulicata, koristete go najkratkiot pat, taka ulicata ke ja preminete najbrzo
I najbezbedno.
Brojot na soobrakajni nezgodi, povredeni I zaginati sekojdnevno se zgolemuva.
Ova site ne obvrzuva bez rezervno da gi pocituvame pravilata i propisite vo soobrakajot.
Zaradi ostvaruvanje na popovolni uslovi za bezbednost vo soobrakajot se formira
ucilisnata soobrakajna edinica i se vovede vospitno edukativna akcija maloletnite lica
so napolneti 16 godini, da se steknat so pravo da se obucuvaat za steknuvanje na
vozacka dozvola od B kategorija.

Koristena literatura od web-site:

www.rsbsp.org.mk
www.mvr.gov.mk
83

SOU TAKI DASKALO-BITOLA REPUBLIKA MAKEDONIJA

M-r Kozuvarovska Gordana, prof. Graduated traffic engineer

TRAFFIC POLICY IN EDUCATION AS A TRAFFIC STAFF

ABSTRACT
We live in a dynamic time, we live in a city and a Republic of high frequency of motor
vehicles.
Therefore there is a need to establish a school traffic unit in Bitola and in R. Macedonia
inextricably with Article 408 of the Law on traffic safety on the roads. For the purpose of more
favorable conditions for safety in traffic, a "School traffic unit (STU)" is founded.
Last year, "STU" is engaged by the Security Council road and "Council for internal affairs"
Bitola, in implementing preventive educational events, providing gatherings of every kind and
wherever there is a need for the natural regulation of traffic and other activities.
Members of the "STU" contribute significantly for raising the level of traffic culture
among young people and prevention of negative phenomena, alcohol, drugs, and negligence
that finance strange game where the stakes are life and death is gain.
Is there anything more painful than lost human life? Nothing is more expensive than
human life and nothing can be more painful if life is lost a child.
Security Council of the Republic of Macedonia introduced an educational campaign on the
theme:
"Understanding the basics of traffic safety and traffic culture"
1 "Traffic rules and regulations and the basics of traffic safety"
2 "Car culture and ethics in traffic
Key words: school traffic unit, car culture and ethics in traffic.
FORMATION AND ENGAGING OF STU
We live in a dynamic time, we live in a city and the Republic of high frequency of motor
vehicles, we live to love, to fight to win - with the same purpose in the quest for truth.
Therefore there is a necessity of the formation of the first school traffic unit in Bitola and
Macedonia, inextricably with Article 408 of the Law on traffic safety on the roads. For the
purpose of more favorable conditions for traffic safety, patrols were established traffic of
citizens and school traffic units.
School traffic unit is formed on the 19 November 1988 by decision of the Teachers Council
at CSNO "Taki Daskalo" from Bitola and work began on the 1 March 1989. And today it is
comprised of students from second, third and fourth year, who previously would show
positive results in testing.
84

At the moment the unit is consisted of 25-30students who wear uniforms according to the
Regulations for marks and the uniforms of the members of STU.
Since the establishment until today it gathers 324 students from Secondary School "Taki
Daskalo" from Bitola, the unit is renewed each year, determined by the regulations of the
school, and their membership ends with the completion of their schooling in SS "Taki
Daskalo" Bitola Responsible teacher "STU" is Gordana Kozhuvarovska.

By default traffic patrols and units can perform traffic regulation in the presence of a
policeman. Except for "STU" ensure passage of school children across the roadway in front of
the school attendance officer is not obligatory. Participants in traffic shall proceed according
to the traffic and patrol units.

85

WATCH IN TRAFFIC!
Many of people do not know what it is an accident?
How it can be difficult and tragic consequences, and what brings afterwards?
Traffic accident is any accident that happened on the road, and that included at least one
vehicle in motion and in which one or more persons killed or injured or damage is made.
Daily in the Republic of Macedonia in the past ten years occurred eight to nine traffic
accidents and every third day lost by one human life. In the period from 2001 to 2010 in RM
are killed 46,500 of which 1,500 have died in 24,000 accidents.
In the analyzed period were injured 4,230 children, age 13 years, and 79 has died.
Nothing is more expensive than human life, and nothing is more important if a child life is lost.
"Liberalization" in the procedures for obtaining licenses and taking the necessary exams (each
Schools for driving trainings own commissions for testing for driving licenses) inevitably
made what it is now.
Knowing how informal operation of things with us at all and in this sphere, which could not be
excluded from the general course unwritten rules things are going in similar ways. Until
people recieve desired piece of paper (or the last time a piece of plastic), called Driving license
came to no small number of young people away before it can earn and far before they acquire
even basic knowledge of Traffic regulations and rules, and driving skills.
These facts impose the need to take preventive measures to increase traffic safety.
The analysis of statistical data on traffic accidents we can with great accuracy determine the
reasons for the occurrence of traffic accidents. In those reasons include: alcoholic drivers,
disregard road signs, psychosomatic conditions, driving too fast, and there a problem arise:
cyclists, pedestrians, children, and here as a problem occurs management of motor vehicles
without a driver's license.
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In the past nine months, traffic police registered 12,500 misdemeanor managed vehicle
without driving license. People operating cars without license 448 participated in traffic
accidents with serious consequences, which killed 18 people and injured 657.
Precisely because of this provides the opportunity minors at age 16 years to gain the right
to train for acquiring a driving license of B category.
It is better this category of children to educate rather than punished.
Therefore the Council for Security of R. Macedonia has introduced an educational
campaign. In all municipal, state and private secondary schools did an lectures to students
from first to third on the subject:
"Understanding the basics of traffic safety and traffic culture
1 "Traffic rules and regulations and the basics of traffic safety"
2 "Car culture and ethics in traffic"
After lecturing each student received an extended questionnaire with some of the following
questions:
1Do you feel you have enough knowledge about traffic safety?
2Will you on the price of risk would be driving a motor vehicle before you get a driving
license?
3 Did you operate passenger motor vehicle?
4 Do you know what a car culture is?
5 What vehicle do use to get to school?
6 Do you feel old enough and mature to steer a passenger car at the age of 16 years?

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EVERY THREE DAYS ONE VICTIM IN TRAFFIC .....

Is this data painful?
Will you still sit with crossed arms and hear that every two days after a victim died in
traffic?
Therefore, to prevent all these accidents that permeate through us, there is a need for
establishing the traffic unit to teach the uninformed people, especially children, to perform
surveys, lectures, manifestos in order to reduce bad news that surround us.
Rethink .....
If not careful,
SAFE lost!
TRUE STORY
That evening Mr. Mitko. Was having a party for his newborn. A cup with any good friend,
and then hurried home because tomorrow is the big day, tomorrow he will take his wife and
son from the hospital!
At the first traffic light, Mitko D. passed at the yellow light. His "Honda" is a true sporting
beauty. There is no red light that could stop her, especially not now ....
Little T.S. had nine years. At home he had learned that the pedestrian is going green, but he
looked like people rush to red, and followed them ........ They are adults, you know how!
Mitko D .... passed the red and the second traffic light. But that, unfortunately, were the
same that TS fasten to reach adults. T.S. never came up to them ..... Mr. Mitko. will see his son
for several years. But, one hundred years will be enough to forget T.S.will be shadow that will
follow the whole life.
Rethink ....
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If you are not careful, certainly you will lose!

CONCLUSION
DRIVERS
Operate a motor vehicle only if you possess a driving license.
When you steer a motorcycle you must wear a helmet on your head.
When approaching a pedestrian crossing, drive slowly and carefully, so you can stop the
vehicle and miss pedestrians.
When the pedestrian's foot is on a pedestrian crossing, let him pass.
When the pedestrian crossing is regulated by light traffic signs, obey the primacy of the
passage of pedestrians.
When you change the direction of movement, turn on the blinkers on time.
When you encounter a stopped bus - reduce speed and be careful, pedestrians may surprise
you.
When you turn on a crossroads let the pedestrians cross the road.

PEDESTRIANS
When crossing the street, the safest way is to do the pedestrian crossing.
If you must cross the street outside the pedestrian crossing, be extremely careful and
cautious, the vehicles have the advantage.
When crossing the street, use the shortest route, so you will pass the street the fastest and
safest.
The number of traffic accidents, injured and killed is growing up daily.
This obliges all, without reserve to comply with rules and regulations of traffic.
For providing more favorable conditions for traffic safety, school traffic unit (STU) is formed
and is introduced educational campaign -minors at age 16 years, to gain the right to train for
acquiring a driving license of B category.

References from the web-site:

www.rsbsp.org.mk
www.mvr.gov.mk
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Ekonomska in trgovska ola Breice, Bizeljska cesta 45, Breice, Slovenija

Katja Bogovi, profesorica angleine in slovenine

ANGLEINA KOT JEZIK STROKE V PROGRAMIH SREDNJEGA

STROKOVNEGA IZOBRAEVANJA: MONOSTI UVAJANJA JEZIKA STROKE V
SREDNJEOLSKIH PROGRAMIH LOGISTINI IN EKONOMSKI TEHNIK
Povzetek
lanek se ukvarja z vlogo angleine kot jezika stroke v srednjih strokovnih olah. Predstavi
teoretino podlago, ki jo je potrebno dodobra poznati preden se lotimo oblikovanja unega
narta za pouevanje tujega jezika, v katerega so vkljuene tudi bolj specifino obarvane
poklicne in stokovne teme. lanek se osredotoa na jezik stroke v okviru projektnih dni,
mednarodnih projektov in rednega pouka prvega tujega jezika ter predstavi nekaj primerov
dobre prakse. Izpostavlja naelo postopnosti, ki je pri uvajanju tujega jezika stroke bistvenega
pomena.
Kljune besede: angleina kot jezik stroke (ESP), poklic in stroka, projektni dan,
mednarodni projekt, teme

1. Uvod
Vloga in pomen znanja tujih jezikov je postala pomembenja kot kdajkoli prej. Proces
globalizacije ni pojav, ki se odvija nekej drugje je tu in mi smo njegov del. Z vstopom v
Evropsko unijo je moralo Slovenija to sprejeti kot dejstvo, saj prosti pretok ljudi in blaga,
skupen trg in denarna valuta niso prinesli le prilonosti temve tudi izzive. Dobro znanje tujih
jezikov je zagotovo ena od prilonosti; e posebej znanje angleine, ki prevladuje irom po
svetu tako v poslovnem okolju kot v znanosti in tehnologiji, in nemine, s katero nas tesno
veejo geografske, gospodarske in nenazadnje zgodovinske okoliine. e na drugi stani
znanje tujega jezika ne ustreza potrebam komunikacije, to predstavlja veliko pomanjkljivost
in izziv. V zadnjem asu lahko opazimo, da se je zavedanje, kako pomembno je znanje tujih
jezikov, povealo, saj je prvi tuji jezik postal del obveznega kurikuluma e v etrtem razredu
osnovne ole, ne moremo pa mimo dejstva, da se je tevilo ur prvega tujega jezika v poklicnih
programih razpolovilo, in sicer s prejnjih tirih na zdajnji 2. V programih srednjega
strokovnega izobraevanja je tevilo ur sicer ostalo nespremenjeno, torej 3 ure na teden,
eprav bi zlahka nali ogromno tevilo argumentov, ki govorijo v prid njihovega poveanja:
dijaki, ki so manj motivirani za uenje doma, dijaki, katerih potencial znanja tujega jezika je
manji, in pa potreba po znanju tujega jezika s podroja poklicno-strokovne usmeritve.

Dobro znanje tujega jezika je kljuno v modernem svetu: omogoa nam bolji dostop
do informacij (npr. internet, strokovne revije in literatura) bolje kulturno in
gospodarsko sodelovanje, bolje poklicne prilonosti, ve razumevanja in strpnosti.
Sodoben koncept pouevanja in uenja tujega jezika bi moral upotevati vsa ta
izhodia:
uvajati bi moral nove metode in pristope,
vkljuevati bi moral IKT (informacijsko-komunikacijsko tehnologijo),
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zajemati bi moral sodobne in relevantne teme,

dijakom bi moral dati jezikovno znanje, ki se nanaa na posamezno poklicno,
strokovno podroje,
pri dijakih bi moral vzpostaviti idejo vseivljenjskega uenja.

2. Uenje angleine kot prvega tujega jezika in angleina kot jezik stroke
Katalog znanja za prvi tuji jezik nalaga olam, da oblikujejo svoj uni nart, ki bo upoteval
znailnosti, potrebe in posebnosti posameznega poklicnega, strokovnega podroja. ola naj bi
spodbujala uenje tujih jezikov z organiziranjem in aktivnim sodelovanjem v mednarodnih
projektih, mobilnosti dijakov (izmenjave, obiski, ekskurzije). Upotevaje smernice Skupnega
evropskega jezikovnega okvira (CEF), uvramo pouk prvega tujega jezika v 1. in 2. letniku
srednjega strokovnegaizobraevanja na raven A1, ki v 3. in 4. letniku prehaja v B1, delno tudi
B2, kar pomeni, da so dijaki sposobni sodelovati v pogovoru, izraati mnenja, ideje in jih tudi
utemeljiti, se sooati s problemi in se znajti v neznanih situacijah, znajo povzeti neko besedilo
in dati natanneja navodila.
Programi srednjega strokovnega izobraevanja se zakljuijo s poklino maturo, kjer dijak pri
tretji izpitni enoti izbira med matematiko in prvim tujim jezikom. Iz tega razloga je iz
programa nemogoe rtati vsebine splone angleine in jih v veji meri nadomeati z bolj
poklicno in strokovno obarvanimi, saj je pisni del izpita naravnan povsem splono in testira
dijakovo poznavanje slovnice, besedia, bralnega razumevanja in pisnega izraanja.
Torej, dijak, ki uspeno zakljui srednje strokovno izobraevanje, bi moral imeti relativno
dobro znanje tako splone angleine kot jezika svojega strokovnega podroja. To pa zahteva
izjemno skrbno pripravo unega narta in uitelja, ki je pri svojem delu fleksibilen in
sposoben prilagajanja novim situacijam, temam ter pripravljen, da raziskuje, se ui in
usposablja tudi v okviru strokovnega podroja posameznega olskega programa.
Splono angleino in angleino kot jezik stroke ne gre razumeti kot dva popolnoma
neodvisna sistema, ravno nasprotno, med sabo sta povezana in prepletena. Ko oblikujem uni
nart in se odloamo o unih pripomokih, imamo na voljo ogromno kakovostnih ubenikov,
delovnih zvezkov, kjer so predvidene veine, razumevanje slovnice in besedia dobro
definirane, zato je razmeroma enostavno opazovati dijakov napredek. Ko zanemo razmiljati
o uvajanju angleine kot jezika doloene stroke v pouk, je pred nami precej pomislekov:

katere teme izbrati,

do katere mere specializirano besedie predstaviti (zelo ozko, specifino ali bolj
splono),
katere so relevantne situacije v posameznih poklicih
ali se bolj osredotoiti na pisno ali na ustno komunikacijo
kako dobro sem seznanjen s temami s tega poklicnega oz. strokovnega podroja,
od kod rpati primeren material.

Dobro poznavanje celotnega unega narta posameznega programa in sodelovanje z drugimi

uitelji je kljuno pri nartovanju medpredmetnih povezav, kar angleina kot jezik stroke
dejansko je. M. Zavanik v svojem lanku Preverjanje angleine kot jezike strokena tej stopnji
predlaga koncept jezikovne revizije (languageaudit), ki predvideva timsko delo uitelja
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tujega jezika, uiteljev strokovnih predmetov in potencialnih delodajalcev. Delo je zastavljeno

v ve etapah, katerega cilj je oblikovati nart, ki definira potrebe in vsebine posameznega
poklicnega podroja:
1. doloitev poklicnega podroja,
2. analiziranje potreb (ugotovimo poklicne aktivnosti in spremljajoe jezikovne
dejavnosti),
3. oblikujemo izbor jezikovnih funkcij, ki izraajo sporoilne namene posameznih
dejavnosti, splonih ter poklicnih tem,
4. izbor osrednjih slovninih struktur (iz jezikovnih funkcij) besdeia (iz splonih
in poklicnih tem) ob upotevanju drubeno-kulturnih elementov
ANALIZA POTREB

izbor jezikovnih aktivnosti

izbor tem

izbor jezikovnih funkcij

osrednje besedie

drubeno-kulturni elementi

sistematien seznam besed

Izbor slovninih struktur

Slika 1: Nart definiranja potreb in vsebin za izbrano poklicno (Zavanik, 2002)

Uvajanje angleine kot jezika stroke naj bi bilo postopno:
1. faza: poudarek na splone jezikovne cilje;
2. faza: poudarek na temah in komunikacijskih strategijah, ki se uporabljajo tako v
sploni angleini kot v jeziku; bolj poklicno naravnano besedie ter sluni in
pisni materiali, ki jih je mo razumeti brez podrobnejega poznavanja
posameznega strokovnega podroja,
3. faza: poudarek na slunih in pisnih materialih, kjer je popolno razumevanje
mono le ob poznavanju strokovnega poklicnega podroja.
Uvajanje jezika stroke ni preprosto. Uitelj se mora dodobra seznaniti s posameznim
poklicnim oz. strokovnim podrojem in pridobit doloeno mero tovrstnega znanja, zbrati
ustrezno gradivo in ga pripraviti za obravnavo v razredu. Hkrati pa mora predelati splone
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teme in slovnine strukture, ki so del izpita na poklicni maturi in se jih e zaradi tega ne da
zamenjati z bolj poklicno obarvanimi. Ob tem ne gre zanemariti e drugih dejavnikov, ki
pomembno vplivajo na pouk, na primer pomanjkanje motivacije za uenje med dijaki, kar
pomeni, da je treba v oli nameniti ve asa ponavljanju in utrjevanju in da zmanjka asa za
druge stvari.

3. Angleina kot jezik stroke in projektni dnevi na Ekonomski in trgovski oli Breice
Do uvedbe projektnih dni, ki jih je prinesla prenova srednjeolskega izobraevanja, smo
uvajali jezik stroke tako, da smo posamezne splone teme nadgrajevali z bolj poklicno
obarvanimi in s sodelovanjem v razlinih mednarodnih projektih (Comenius). Z novim
programom logistinega tehnika, uvedbo modularnega izobraevalnega procesa in projektnih
dni je bila to za tuje jezike prilonost, da poiejo povezave z drugimi predmeti. Pred tem smo
imeli uitelji tujih jezikov izkunje z jezikom stroke v programu ekonomski tehnik, kjer smo
vkljuevali teme iz marketinga in oglaevanja, trga dela, organizacije podjetij, poslovne
korespondence. Zato se je ob pripravi unega narta zdelo smiselno najti teme, jezikovne
situacije in besedie, ki so skupni obema programoma, in sicer vsaj v prvih dveh fazah
uvajanje jezika stroke.
Projektni dnevi so se nam zdeli odlina prilonost za uvajanje angleine kot jezika stroke v
program logistinega tehnika: skupina uiteljev pripravi dejavnosti na doloeno temo; ker je
delo timsko vsak sodelujoi prispeva svoj dele, torej se delo in naloge porazdelijo, tovrstna
oblika priprave pa omogoa tudi boljo izmenjavo idej, virov, gradiv, znanja in izkuenj,
priakovati pa je tudi vejo motiviranost dijakov, ker se delo v projektnih dneh razlikuje od
obiajnega pouka.
Preuili smo potencialna delov mesta logistinega in ekonomskega tehnika, da bi nali
zaposlitvene monosti, ki se prekrivajo, dopolnjujejo. Naposled smo se odloili, da se
osredotoimo na temo cestnega prometa, ki omogoa, da se splone situacije, jezikovne
funkcije in besedie razvijejo v bolj specializirane in podrobne pod-teme.
3.1. Postopnost uvajanja jezika stroke v programa logistinega in ekonomskega tehnika ESP
Tematiko cestenga prometa smo nartovali uvajati po postopnosti v treh fazah:
1. faza:
- prvi letnik: besedie povezano s cestnimi prevoznimi sredstvi in drugimi udeleenci v
prometu, deli avtomobila, itd.;
- drugi letnik: vrste cest, prometni znaki in druge znailnosti cestnega prometa, geografske
znailnosti v povezavi s prometom, problemi (npr. onesnaevanje), nesree, itd.,
2. faza:
- tretji letnik: organizacija ekskurzije, oblikovanje broure in poroila;
3. faza:
-etrti letnik: asopisni/internetni lanki na temo prevoza blaga in potnikov, izpolnjevanje
formularjev, ipd.

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Angleina kot jezik stroke je v 1. in 2. letniku e vedno v okvirih splonega jezika, zato je
smiselno iskati povezave s temami, ki so e sicer del ubenikov, in sicer glede besedia,
slovnice in funkcijskega jezika. Izbira dovolj irokih tem pa omogoa tudi laje prehajanje med
razlinimi poklicnimi oz. strokovnimi podroji, zato se jezik stroke v prvih dveh letih
ekonomskega in logistinega program ne razlikuje bistveno.
Pri urah rednega pouka so dijaki obnovili in nadgradili poznavanje besedia povezanega s
prevoznimi sredstvi, ki je bil posredovan s pomojo PP predstavitve, sledile pa so naloge za
utrjevanje besedia. Nekaj gradiva za ponavljanje in utrjevanje je bilo pripravljenega tudi za
uporabo preko raunalnika (kviz, krianka), torej je bila vkljuena tudi IKT. Dijakom je bilo
takno del o bolj zanimivo, kar se je pokazalo tudi v njihovi pripravljenosti za nadaljnje delo
dobili so seznam besed in fraz, ko so jih morali prevesti, razloiti njihov pomen s svojimi
besedami, pri emer so uporabljali spletne slovarje in druge vire (pons.si,
thefreedictionary.com, merriam-webser.com) ter dodati svoj primer rabe (uporaba v stavku).

Slika 2: Primeri predstavitve in vaj s pomojo PowerPoint-a

Slika 3: Primeri predstavitve in vaj s pomojo PowerPoint-a

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Slika 4: Primeri IKT nalog

V drugem letniku smo temo povezali z modalnimi glagoli, saj imamo v prometu vrsto pravil, ki
jih je potrebno upotevati, tako nam je uspelo povezati slovnino strukturo s praktino
situacijo. V jezik stroke smo vkljuili spoznavanje cestnih znailnosti, kar ni le stvar stroke,
ampak je to del vsakdanjega ivljenja, zato sta bila vkljuena oba programa.
Del teme je bil obravnavan pri rednih urah pouka angleine (izraanje zapovedi, prepovedi;
besedie), da bi dijake opremili s potrebnim jezikovnim znanjem za komuniciranje o in v
situacijah na cesti. Drugi del pa je bil izveden v okviru projektnih dni, ki so vzeli pod
drobnogled varnost na cestah in prvo pomo: dijaki so bili vkljueni v razline aktivnosti, med
katerimi je bil tudi jezik stroke. Priakovana je bila e doloena mera jezikovnokomunikacijske samostojnosti, zato so dijaki dobili tudi malo zahtevneje naloge. Razdeljeni
so bili v skupine glede na svoje jezikovne zmonosti.

1. skupina: Pridobitev voznikega dovoljenja (Prestavite vse korake, ki jih mora

opraviti nekdo, ki eli pridobiti vozniko dovoljenje; vkljuite tudi plan strokov;
pripravite predstavitev in plakat. )
2. skupina: Nesree na naih cestah in izboljaave prometne varnosti ( oblikuj
seznam najpogostejih razlogov za nesree, opii jih, podaj predloge, kako izboljati
situacijo; predstavitev, plakat)
3. skupina: Zgodila se je nesrea! (opii neko nesreo in opii, kako je potrebno
ukrepati; izpolni obrazec o nesrei Evropsko poroilo. Izdelajte plakat, ki vsebuje
opis nesree, Evropsko poroilo in korake pravilnega ukrepanja; pripravite igro vlog za
vao nesreo)

95

Slika 5: Primeri uvajanja jezika stroke v drugem letniku.

Rezultati so se precej razlikovali: nekatere predstavitve in plakati so odsevali veliko mero
motivacije in usvojenega znanja med dijaki, vse pa ni bilo uspeno (najve teav je imela tretja
skupina, kjer so bila navodila postavljena bolj ohlapno dijaki se niso mogli dogovoriti, kdo
bo prevzel katero delo, uspelo jim je le pripraviti navodila, kako ukrepati v primeru prometne
nesree).
Glede na izkunje prejnjega, smo aktivnosti za letonje projektne dni spremenili in prilagodili
novi vsebini. Za dijake 2. in 3. letnika logistinega tehnika je bila nartovana ekskurzija v
Mnchen, prav celoten proces priprave ekskurzije pa je bil osrednja tema projektnih dni.
Naloga dijakov drugega letnika je bila pretudirati in predstaviti podroja, skozi katera bodo
potovali iz Breic v Sloveniji do Mnchna v Nemiji. Predstavitve so bile osredotoene na
geografske, prometne in drubeno-ekonomske znailnosti. Dijaki so bili razdeljeni na 4
skupine, vsaki pa je bilo dodeljeno drugo obmoje: Koroka, Salzburg, Nemija kot celota in
Bavarska z Mnchnom. Zbrali so informacije in pripravili kratke predstavitve v slovenini,
nato pa so sodelovali e pri oblikovanju broure, kjer so predstavili glavne znailnosti vsakega
podroja. Brouro so izdelali v e v angleini in nemini. Dijaki tretjih letnikov pa so prevzeli
celotno organizacijo ekskurzije.

Slika 6: Dijaki pri zbiranju informacij in organizaciji ekskurzije

Pripraviti so morali analizo razlinih transportnih variant: z avtobusom, vlakom in z letalom.
Druga naloga je bila pripraviti natanno analizo poti ob upotevanju razlinih vidikov
ekonominosti, trenutne razmere (delo na cesti, ovire), razpololjivost obprometne
infrastrukture (poivalia, moteli, itd.) Na podlagi primerjave podatkov so se morali odloiti,
katera monost najbolj ustreza njihovim zahtevam. Odloili so se za varianto z avtobusom.
Temu sledil naslednji korak, to je izdelava natannega plana potovanja, ki je bil tudi del
96

broure. Uenje tujega jezika je dobilo uporabno ivljenjsko dimenzijo, saj so dijaki pripravili
publikacijo v angleini in nemini. Pri tej aktivnosti so skozi timsko delo povezali znanje
tujega jezika, uporabo IKT in znanje s strokovnega podroja.

Slika 7:Broura v angleini

Zadnja faza uvajanja jezika stroke, ki je nartovana v 4. letniku, vkljuuje razumevanje

poklicno oz strokovno bolj specializiranih besedil in drugih gradiv (asopisni lanki,
specializirano promocijsko gradivo, grafi, opisi postopkov) Priakuje se, da dijaki razumejo
temo in se o njej pogovarjajo ter jo poveejo s svojim strokovnim znanjem. Struktura stavkov
v taknih besedilih zna predstavljati nekaterim dijakom precejen izziv. Res pa je, da so dijaki,
ki se ponavadi odloijo za angleino na poklicni maturi, jezikovno in komunikacijsko bolji
ter motivirani za delo in izboljanje svojega znanja.

Slika 8: Izbor avtentinih besedil kot del uvajanja jezika stroke

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4. Mednarodni projekti prilonost za jezik stroke

Naa ola ima bogate izkunje v sodelovanju v razlinih mednarodnih projektih: Comenius,
ComeniusRegio, Leonardo da Vinci (udoviti svet voda, Misli na prihodnost, Obuti naravo,
Korak naprej). Pri deli v projektih se prepleta veliko razlinih vidikov: okoljske, gospodarske,
logistine, turistine teme sluijo kot osnova, kjer lahko razvijamo veine timskega dela,
uporabe IKT-ja, razvijanja odgovornosti, tuji jeziki pa pridobijo na dejanski uporabni
vrednosti, saj dijaki lahko svoje delo predstavijo partnerjem v tujini in samozavestno
komunicirajo tudi v novem okolju. Dijaki so se pripravljeni potruditi po svojih najboljih
moeh, saj bosta njihovo delo in trud morda poplaana s prilonostjo, da se udeleijo
projektnega sestanka v tujini.
Dijaki 2. letnika ekonomskega programa so
bili vkljueni v mednarodni Leonardo da
Vinci projekt Korak naprej. Cilj projekta
je dati dijakom prilonost, da spoznajo delo v
turizmu. Dijaki partnerskih ol z Poljske,
panije, Hrvake, Turije in Slovenije so
pripravili turistini proizvod v svojem okolju.

Slika 10: Partnerji iz projekta na

ogledu Ljubljane

V aprilu 2012 se je projektni sestanek odvijal na nai oli. Nai dijaki so bili vkljueni v celo
vrsto aktivnosti. Pripravili so:
-

plan aktivnosti za 3-dnevni obisk partnerskih ol,

konkreten turistini produkt ThePearlofthe Alpine World in ga predstavili;
v angleini voden ogled domaega mesta, Breic,
aktivnosti za ogled nae prestolnice, Ljubljane (raziskovanje, odkrivanje, doivljanje
mesta skozi razline naloge dodeljene skupina, ki so jih sestavljali dijaki iz razlinih
drav, tako so morali uporabljati angleino, da so komunicirali in tako opravili
naloge)
98

Zadnji dan sestanka so dijaki delali v razlinih delavnicah: v eni so v angleini oblikovali
zgibanke o svojem obisku Slovenije, v drugi so oblikovali razglednice iz fotografij, ki sojih
posneli med obiskom, v tretji so oblikovali spletno stran za svojo turistino agencijo,
primerjali pa so tudi svoje olske sisteme in ivljenjski stil in oblikovali plakate.

Slika11: Projektne aktivnosti

5. Zakljuek
Dobro znanje tujih jezikov, v prvi vrsti angleine, je ena najmonejih zahtev modernega
sveta globalizacije. Nemogoe je slediti napredku znanosti in tehnologije, trendom v
gospodarstvu brez znanja angleine. Z ignoriranjem teh dejstev se posameznik izolira od
zunanjega sveta in napredka.
Naa dolnost je, da dijakom damo kakovostno znanje angleine, kar ne zajema samo
slovninih struktur, splonih tem in z njimi povezanega besedia, ampak tudi teme
prilagojene posameznemu poklicu, stroki. Kvalitetno jezikovno znanje mora biti sodobno,
odraati mora situacije iz realnega ivljenja. Zato je kljuno, da dijaki dobijo prilonost, da se
uijo jezika skozi razline situacije, naloge, ki imajo praktino vrednost. Pri nartovanju
taknega kurikuluma je nujno, da ima uitelj tujega jezika dober vpogled v celoten program in
da se posvetuje z drugimi uitelji v programu, katere teme s poklicnega in strokovnega
podroja je smiselno vkljuevati.

6. Viri in literatura
Andrin, A. etal.(2011). Katalog znanja. Prvi tuji jezik angleina/nemina. Lubljana: Zavod
Republike Slovenije za olstvo.
Rinar. I. Hrabri novi svet: Konferenca Izzivi jezika stroke v 21. stoletju. http://www.fmkp.si/zalozba/ISSN/1854-4231/5_089-092.pdf (6. 6. 2012)
Smith, G. (2009). New HeadwayandtheCommonEuropeanFrameworkof Reference.
Zavanik, M. (2002). Preverjanje angleine kot jezika stroke. (internetni naslov:
http://www.sodobnapedagogika.net/index.php?option=com_content&task=view&id=1432&I
temid=68. (8. 6. 2012)
99

Ekonomska in trgovskaolaBreice, Bizeljskacesta 45, Breice, Slovenija

KatjaBogovi, BA (English and Slovene)
Translated by: KatjaBogovi, BA (English and Slovene)

ENGLISH FOR SPECIFIC PURPOSES IN SECONDARY TECHNICAL EDUCATION:

POSSIBILITIES OF IMPLEMENTATION OF ESP IN SECONDARY PROGRAM OF
LOGISTICS AND ECONOMICS
Abstract
The article examines the role of English for specific purposes in secondary technical schools. It
presents theoretical grounds that have to precede the process of actual planning of
curriculum of foreign language learning, in which specific vocational and professional topics
are included. The article focuses on ESP within project days, international projects and also
regular lessons of the first foreign language and presents practical examples. It supports the
idea, that ESP should be implemented gradually.
Key words: ESP (English for Special Purposes), vocation and profession, project day,
international project, topics
1. Introduction
The role and importance of foreign language competence have become more significant than
ever. The process of globalization is not a phenomenon that is taking place somewhere else
it is here and we are part of it. Becoming a member of the European Union, Slovenia had to
accept this as a fact. However, a free flow of people and goods, a common market and
currency, have not brought only opportunities but also challenges. One of such opportunities
is certainly a good command of foreign languages: especially English, which seems to be most
worldwide spread in business, technology, science, and German, due to our geographic,
economic and historical connections. On the other hand, if the knowledge of foreign language
does not meet the needs of communicationthis may represent a great weakness and
challenge. We can notice the awareness of importance of foreign languages has recently
advanced, since the first foreign language is a part of curriculum in the fourth grade of
primary school, though it cannot be ignored that in programs of vocational education the
number of foreign language lessons has been reduced by half from previous 4 to current 2
lessons per week. In technical programs the number of lessons has remained the same, which
is 3 lessons per week, in spite of abundance of arguments that may be easily presented in
favour of increasing them: less motivated students for study at home, students whose
language potentials are on a lower level, a demand for foreign language competence in
vocational topics.
A good command of foreign language is a necessity in modern world. It provides a better
access to information(e.g. the internet, specialisedmagazinesand literature), a better cultural
and economic collaboration, better career opportunities, more understanding and tolerance.
100

Therefore a modern concept of foreign language teaching and learning should encompass all
these issues:

it should introduce new methods and approaches,

it should include ICT (information-communication technology),
it should cover up-to- date and relevant topics,
it should provide students with knowledge of language for specific purposes referring
to certain vocational areas,
it should establish the idea of life-long learning among students.

2. Learning English as the first foreign language and English for Special Purposes
Catalogue of knowledge for the first foreign language anticipates schools to create their own
curriculum considering characteristics, needs and specialities of a certain vocational field.
Furthermore, schools should encourage learning foreign languages by organizing and taking
an active part in international projects, mobility of students (exchanges, visits, excursions).
Within Common European Framework (CEF), learning English as the first foreign language in
secondary technical education is placed on level A1 (1st and 2nd year students) and is heading
towards B1, partly B2 (3rd and 4th year students), which means students can maintain a
conversation, express and argument opinions and ideas, can deal with problems and
unknown situations, can summarize a text and give detailed instructions.
Finishing secondary school with vocational matura exams, students can choose between
mathematics and the first foreign language for the third exam unit. Therefore, a teacher
cannot afford to omit general topics (grammar and vocabulary) and substitute them with
more vocational ones, as the written par of the exam consists of general topics, testing
students grammar, vocabulary, reading comprehension and writing skills
Taking all these points into consideration, a student who finishes a technical program should
have a relatively extensive knowledge of general English as well as the English of his
professional orientation. For that reason, curriculum needs to be very carefully planned and it
is essential for the teacher to be flexible at his work, in order to adjust to new situations,
topics and willing to explore and learn within the vocational and professional framework of
particular secondary school.
General English and ESP cannot be taken as two entirely independent systems; on the
contrary, they are connected and intertwined. However, when planning a curriculum and
deciding on materials, there are plenty of good quality textbooks, workbooks available where
anticipated skills, comprehension of grammar and vocabulary are defined, so it is relatively
easy to observe students progress. But, when we start thinking about introducing the
language that is specific for certain vocational areas we easily get confused:

which topics to select,

how specialised vocabulary to present (very narrow, specific or more general),
what are relevant situations for certain vocations,
to focus more on written or spoken communication
how familiar I am with vocational, professional topics,
where to get relevant, useful material.
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It is necessary that we know the curriculum of the whole program very well and that we
collaborate with other teachers planning correlations across different subjects.
As M. Zavanik points out in her article on assessing English as a language for specific
purposes, at this stage, the concept of Language Audit may be useful as it requires team
work not only of language teachers, but also teachers of specialist subjects as well as potential
employers. The process consists of several steps generating a plan for defining needs and
content for a chosen vocational area:
1. defining the vocational area,
2. analysing needs (we identify vocational activities and what language activities
accompany them),
3. creating a selection of language functions and general and vocational topics,
4. selecting grammar structures (from language functions) and main vocabulary
bank (from general and vocational topics), considering socio-cultural elements.
ANALYSIS OF NEEDS

a list oflanguageactivities

a list oftopics

languagefunctions

mainvocabulary bank

socio-culturalelements

a systematic list ofwords

a
selectionofgrammarstructures

Picture 1: Plan for defining needs and content for a chosen vocational area (Zavanik, 2002)
Introduction of ESP should be carried out gradually:
4. Phase 1: focus on general language aims;
5. Phase 2: focus on topics and communication strategies used both in general
English and ESP; more specific vocationally oriented vocabulary in auditory and
written materials still comprehended without complex knowledge of the
professional area,
6. Phase 3: focus on auditory and written materials where full comprehension is
conditioned by complex knowledge of professional area.
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Introducing ESP is not a simple task. A language teacher has to get a good insight into a
specific vocational/professional area and acquire some specific knowledge, collect relevant
materials and prepare them for work in a class. At the same time general topics and grammar
structures have to be covered, as they are part of the external written part of vocational
matura exam. One cannot afford to omit some elements because they are substituted by more
specific vocational elements. Lack of motivation among students is another issue that has to
be considered: too many students are not enough motivated for studying, so they do not do
any or enough work by themselves, which means more practising at school. That results in
spending more time on certain elements, structures, and running out of time for some others.
3. English for Special Purposes and Project days at Secondary School of Economics
and CommerceBreice
Until the introduction of project days, ESP was applied by extending some general topics into
more specific ones, by taking part in different international projects (Comenius). With a new
4-year program of logistics, introduction of module-based education process and project days
there seemed to be an opportunity also for foreign languages to find connections with other
subjects. Previously, language teachers had experience with ESP in the 4-year economics
program, which has a long tradition at our school, covering topics in marketing and
advertising, work market, company structures, business correspondence. Therefore the only
reasonable decision while planning a curriculum was to find topics, language situations and
vocabulary, at least in the first two phases, which are common to both programs.
For introducing ESP in the program of logistics, project days appeared as an excellent choice:
they are prepared by a team of teachers on a selected topic, so it is easier for everyone to
contribute his share, exchange ideas, sources, materials, knowledge and experience; it was
anticipated from students to be more interested and motivated for work as it is different from
everyday school work.
We studied job opportunities of a logistic technician and economics technician in order to find
the overlapping and complementary positions, situations, etc. Eventually we decided to focus
on the topic of road traffic where very general situations, language functions and vocabulary
may be developed into more specialised and detailed sub-topics.
3.1. Graduality of introducing ESP in technical program of economics and logistics
Considering the 3-phase concept we planned to introduce the topic of road traffic as follows:
Phase 1: -1st year: vocabulary connected to means of transportation on roads and other
participants in traffic, car parts, etc.;
- 2nd year: types of roads, road signs and other features in road traffic,
geographical features in connection to traffic, problems, accidents, etc;
Phase 2: - 3rdyear: organizing an excursion, creating a brochure and reporting;
103

Phase 3: - 4th year: newspaper articles on transportation of goods and passengers, filling
in forms.

ESP in the first and second year classes is still in the framework of general language, so it is
sensible to find connections within the topics which are already a part of students textbooks
referring to vocabulary, grammar and functional language. Choosing broad enough topics
enables also a better transitivity among different vocational/professional areas, so ESP in
economics and logistics programs in the first two years does not have any significant
differences.
Within the regular lessons students revised and upgraded their knowledge of vocabulary
connected to means of transportation presented through PP.

Picture 2: Examples of PowerPoint presentation and exercises

Picture 3: Examples of PowerPoint presentation and exercises

Some of the revising material was created for the use on computers (quiz, crossword).
Students found that kind of work more interesting, which resulted in their readiness for
further work they were given a list of words and phrases they had to translate and explain
104

their meaning in their own words using online dictionaries and other resources (pons.si,
thefreedictionary.com, merriam-webser.com) and add their own sentence illustrating the use.

Picture 4: Examples of ICT based exercises

In the second year the topic was connected to modal verbs as there are plenty of rules that
need to be followed in traffic, so we managed to put a grammar structure into a very practical
situation. ESP was developed further by introducing road features, which is not just a part of
professional knowledge but is relevant in everyday life and therefore both technical programs
were included.
Part of the topic was covered within regular lessons (expressing obligations, prohibitions;
vocabulary) providing students with the language necessary to communicate about situations
on the road. Another part was dealt with in a project day focusing on safety on roads, first aid
where students were involved in different activities, including language. Anticipating a certain
level of language independency, students were given a bit more advanced tasks. They were
divided into groups according to their language capacities:

1st group: Getting a driving licence (Present all the steps one should take to get a
driving licence; include also the plan of costs; Presentation and poster)
2nd group: Accidents on our roads &improvements in traffic safety(make a list of
reasons for accidents, describe them, suggest what steps should be taken to improve
the situation)
3rd group: There was an accident! (Describe an imaginary accident, describe the
steps you should take, fill in a European Accident Statement. Make a poster and create
a role-play)

105

Picture 5: Examples of introduction of ESP in the second year

The results varied, some presentation and posters showed a great deal of students motivation
and acquired knowledge, on the other hand some failed (group 3 had the most problems as
their assignment seemed the least directed by instructions, they could not make an agreement
who would take over certain work, they only managed to describe which steps on should take
when there is an accident).
Based on previous year experience, this years activities were changed and adjusted to new
content of project days. An excursion to Munich was planned for the students of the 2 nd and
3rd year of logistic program. The focus of the new project was on the whole process of
preparation of this excursion.
The students of the second year had to prepare presentation of the areas they would travel
through from Breice, Slovenia, to Munich; Germany. Presentations were focused on the
geographic, traffic and socio-economic features. Students were divided into 4 groups, each
assigned different area: Carinthia, the state of Salzburg, Germany, Bavaria. They collected
information and wrote brief presentations in Slovene. They took part in creating a brochure,
where the main features of each area were presented. The brochures were made in Slovene,
English and German.

106

Picture 6: Students collecting information and preparing presentations

The students of the third year were responsible for the entire organisation of the excursion.
They had to prepare analyses of different transportation versions: by road (bus), by rail, by
plane. Another task was to prepare a detailed route analysis, considering different points of
view economical, current conditions (roadwork, hindrances), availability of other traffic
facilities (motorway rest areas), etc. Comparing results they had to make a decision which of
the options meets most of their demands. They decided for a bus trip so the next step was a
detailed itinerary, the final version of which was also a part of the brochure. Learning foreign
languages got a real-life dimension as students prepared a publication: at this activity they
used ICT, knowledge from their vocational field, they had to work in teams and share
responsibilities.

Picture 7: A brochure in English

The last phase of ESP implementation, which is intended for the 4th year students, involves a
comprehension of vocationally more specialised texts and other materials (newspaper
articles, specialised promotion materials, graphs, process descriptions, etc.). Students are
expected to understand and discuss the topics and connect them with their professional
knowledge. The sentence structure of such texts might be a challenge for some students.
However, students who decide to take English as their third exam subject in vocational
matura usually posses a better command of English, are motivated to work and improve their
knowledge.

107

Picture 8: Variety of authentic texts as a part of ESP implementation

4. International projects an opportunity for ESP
Our school has rich experience in taking part in different international projects: Comenius,
Comenius Regio, Leonardo da Vinci (The wonderful World of Waters, Think for the Future,
Feel the Nature, A Step Further). Work in projects intertwines lots different aspects:
environmental, economic, logistic, tourist topics serve as the ground for practising team work
skills, use of ICT, developing responsibility, furthermore, foreign languages gain a real-life
value as students can actually present their work to their partners abroad and feel confident
in communication also in a new environment. Therefore, students are eager to do their best,
because their work and endeavour may result in getting an opportunity to attend a project
meeting abroad.

108

Students of the second year of the

economics program were involved in an
international Leonardo da Vinci project
A Step Further. The aim of the project
was to give students an opportunity to get
an insight into work in tourism. Students
of partner schools from Poland, Spain,
Croatia, Turkey and Slovenia prepared a
tourist product based in their countries.

Picture 10: Project partners on the tour of

Ljubljana
In April 2012, a project meeting was held at our school.
Our students were involved in plenty

of activities. They prepared:

a plan of activities for a 3-day visit of partner schools;
a tourist product The Pearl of the Alpine World;
a guided tour of our hometown Breice;
a set of activities for a tour of our capital, Ljubljana (exploring, discovering,
experiencing the city through a variety of tasks assigned to groups; all the groups
consisted of students from different countries, so they had to use foreign language to
communicate and complete the tasks;
On the last day of the meeting students worked in different workshops: preparing a
brochure of the stay in Slovenia in English, creating a postcard from their photos,
creating a website for their tourist agency and a poster comparing their school systems
and lifestyles
-

109

Picture 11: Project activities

5. Conclusion
Good command of foreign languages, primarily English, is one of the strongest demands of
modern world of globalisation. It is impossible to follow advances in science and technology,
trends in economy without knowledge of English. Ignoring these facts, one isolates himself
from the outside world and development.
It is our responsibility to provide students with quality knowledge of English, which does not
encompass only grammar structures, general topics and related vocabulary, but also topics
adjusted to a vocation, profession one is specialising for. Quality language knowledge should
be up-to-date, should reflect real-life situations. Therefore, it is important that students get an
opportunity to learn language through various situations, assignments that have practical
value. When planning a curriculum, it is important that a foreign language teacher gets a good
insight into the entire program and consults other teachers in the program which topics from
the vocational area to include.
6. Sources and literature
Andrin, A. et al.(2011). Katalog znanja. Prvi tuji jezik angleina/nemina. Lubljana: Zavod
Republike Slovenije za olstvo.
Rinar. I. Hrabri novi svet: Konferenca Izzivi jezika stroke v 21. stoletju. http://www.fmkp.si/zalozba/ISSN/1854-4231/5_089-092.pdf (6. 6. 2012)
Smith, G. (2009). New Headway and the Common European Framework of Reference.
Zavanik,
M.
(2002).Preverjanjeangleinekotjezika
stroke.
(internetninaslov:
http://www.sodobnapedagogika.net/index.php?option=com_content&task=view&id=1432&I
temid=68. (8. 6. 2012)

110

ptin Ttv
mir Mustfi
Dipl. sb. innr

SSU M Pid Ttv

Mrit Mustfi
Dipl. sb. innr

TURB KRUNT KRSTSNIC FKTR N BZBDNST N

SBRT
PSTRKT
V sprdb s vbint krun krstsnic glvnit prdnsti n turb krunt
krstsnic s nmluvnj n brt n ptncilni knfliktni tki i pml brzin n
vzilt ki pminuvt niz krstsnict, ti dv lmnti m d gi pdbrt uslvit z
bzbdnst n ptitt n krstsnict. Isttk, fizikt rzgrniuvnj pmu
sbrnit lnti g grniuv rizikt d bni sudiri. vi spkti prvt turb krunt
krstsnic psdvtn d bint krun krstsnic kd trb d s grntir pvisk
niv n bzbdnst, sbn v prisustv n rlvntn bm n pki i vlsipdski
sbr.
V v trud s prikni nklku spkti n pridbivkit d vvduvnj n turb
krunt krstsnic v dns n bzbdnst n krstsnicit.
Trudt sdri nklku tmi i t:
1. Vvd
2. Glvni krktristiki n turb krunt krstsnic
3. Rzlini vrinti n turb krunt krstsnic
4. Glvi vidvi n sudiri ki s sluuvt n kruni krstsnici
5. Zkluk
Kluni zbrvi: turb krun krstsnic, turbo roundabouts, traffic safety,
VVD
V 1997 gdin, turb kruni krstsnici b prtstvni z prv pt d strn n
Fortuijn i Harte. st gdini pdcn, pv d dstin d vi nvi kruni krstsnici v
bil izgrdni i s v uptrb n ptnt mr v Hlndi.
S vruv dk turb krunit krstsnici imt pglm kpcitt, v sprdb s
klsinit pvlntni kruni krstsnici. v trud pkuv v hiptz, p
pstvuvnj n bsnuvnj z d s utvrdi kpcittt n turb krunt krstsnic.
Zpnuvm s bsnuvnj n principt n turb krunt krstsnic.

111

K turb krunit krstsnici sbrnit tkvi s ddlni v ddlni lnti ut

prd ti d stignt n smt krun krstsnic, i stnuvt n istt lnt i v smt
krun krstsnic. Rzlinit lnti n krunt krstsnic s fiziki rzdlni, s t
spruvt prpltuvnj n sbrnit tkvi. v rzdlb prstnuv tmu kdt
pristpit vlguvt n krunt krstsnic. Vzilt n pristpit im dvt prdnst n
dvinj n vzilt ki v krut. Kg v vzt vlguv n v krun krstsnic,
ngvit pt n dvinj v drdn i n m d s mnuv. Zt, vzit trb d g
izbrt svt prvc n dvinj ut kg pristpuvt kn krunt krstsnic. Ti s
izvstni prd krunt krstsnic z mnit prvci i lnti n dvinj s sdvtn
hrizntln i vrtikln signlizci.
Turb krunit krstsnici imt mngu spcifin blik z d mt d pstignuvt
v rzdlnst n tkvit.

Z rzlik d t t s sluuv k binit mdrni kruni krstsnici (kd t

vzilt s dvit dni pkr drugi, sk v sdvtnt lnt, stignuvt d lntt kd
imt prdnst i prdluvt p svt trktri i gi zvruvt nivnit mnvri kn
pskuvnit izlz) k turb krunit krstsnici vzilt s prinudni d nprvt prdizbr
n tnt sbrn lnt duri dstici mtri prd ti d vlzt n krstsnict. Slikt
pkuv dk d vzilt ki svrtuvt dsn d pt d pnizk rng s br:
) d vzt kn ndvrnt vlzn lnt
b) d vlzt i stnuvt n ndvrnt krun lnt, i
v) d s uptt kn krkt blizk s t d kd dt.
Vzilt ki ptuvt prv (i ti ki svrtuvt lv), trb d dbrt vntrni
sbrni lnti, d vlzt n vntrnit kruni lnti i tg ti mt d s uptt kn
pskuvnit izlz.
V sprdb s binit kruni krstsnici, turb krunit krstsnici gi imt sldnit
prdnsti:
pml br n ptncilni knfliktni tki mu vzilt, n primr, tirikrk turb
krun krstsnic s krktrizir s dst knfliktni tki, ddk dvlntn krun
krstsnic s krktrizir s dvst i dv knfliktni tki (Tbl 1)
pmli brzini vdl krunict
112

 pml rizik d bni sudiri.

Tbl 1. Knfliktni tki k nsignlizirn krstsnic, krun krstsnic i turb
krun krstsnic
Br n knfliktni tki
Br n krci

nsignlizirn
krstsnic

krun krstsnic

turb krun
krstsnic

16

32

22

10

Krktristinit blik n cntrlnit strv diznirn prku lci n primtrit s

rzlin cntr i rdius.
S cl d s izgrdi turb krun krstsnic s kntinuirn vrici n zkrivnst
n krunit lnti, v nki slui m d s primnuv spirl d strn n k sbrt
s vrti. S gld n t dk irint n krunit lnti trb d s druv knstntn vdl
nzinit rzv, slduv dk krivt mr d bid znn s dn pstn kr dnkv
n trnsvrzlt rsprdn pmu lntit. Psldnt krktristik prip n
rhimdvt spirl.
Glvnit krktristiki n turb krunt krstsnic s:
1. Turb krunt krstsnic im pv d dn lnt;
2. Vistinskt lnt trb d bid izbrn prd d s vlz v turb krunt krstsnic;
3. Vlznit sbr mr d im dd prdnst n vzilt ki krut v krstsnict,
k grnin n mksimum dv lnti;
4. V smt krstsnic n mn d im prpltuvnj ili prskuvnj n
sbrnit tkvi;
5. Krunt krstsnic m d s pmin sm prku prthdn izbrnt lnt.

113

Prdnsti:
Situci z istruvnj kg vzt vlguv v krunt krstsnic: vzit trb
d im ddt prdnst n sbrt sm n dv dbr dmrkirni lnti.
Vistinskt lnt trb d bid izbrn prd d s vlz v turb krunt krstsnic;
Nm rizik d nzgd d smn n sbrn lnt n krunt krstsnic;
Pmli brzini n dvinj prku krunt krstsnic prdi izdigntit rzdluvi n
lntit.
Rzlini vrinti n turb krunt krstsnic
M d s rzlikuvt pt tip n tirikrk turb krun krstsnic, snvn n
rzlinit br n vlzni i izlzni lnti i biklnici. Ptrbt z vi rzlinsti s dli glvn
n rzlinstit v rsprdlbt n bmt n sbr pmu krcit n krstsnict.
snvn turb krun krstsnic

vln turb krun krstsnic

Turb krun krstsnic kln

114

Spirln turb krun krstsnic

Turb krun krstsnic v frm n rtr

Z trikrkit kruni krstsnici pstt sm dv tip n turb kruni krstsnici:

Krun krstsnic isprun kln

Krun krstsnic v frm n vzd

115

K dnlntnit kruni krstsnici, nstit nzgdi s: sudir prdi nuspht d s

sldi vdkt lini, izltuvnj d ptt (kn cntrt ili strnt n krunt lnt, ili kn
rzdluvkit strvi), sudir d zdnt strn v smit vlz.
tirit vidvi n nsri s prikni n slikt. Ti vkluuvt risi 80% d sudirit
ki s sluuvt k krunit krstsnici. stntit nsri im pript n drugi brni
ktgrii, i vrtnst n pvuvnj mngu nisk.
Tk, vi tiri tipvi n nsri s smtt kk rfrnc z d s idntifikuvt
mnvrit, ili ppt, klnstit v vrsk s sk nsr.

Slik 3. Glvni vidvi n sudiri ki m d s pvuvt k krunit krstsnici

Turb krunit krstsnici ili kk pinku gi nrkuvt spirlni kruni krstsnici b
prdlni z prv pt v (Fortuijn i Harte, 1997), z d s minimizir rizikt d bn sudir
k dvlntnit kruni krstsnici.
Clt pstignt s fizikt pdlb n vlznit i krunit lnti, t g prinuduv
vzt d izbr svt vlzn lnt (lv ili dsn) vrz snv n pskuvnt
dstinci.
Pt, turb kruni krstsnici b vvdni v Hlndi i v drugi vrpski zmi, i s
dk dk imt mngu dbri bzbdnsni i prtivni prfrmnsi.
Sudir nstnt d nuspht d s sldi linit
Prvt klnst t dvduv d v vid n nsr m d bid prdi pgrn
prcnk n krisnikt n slbdnit prstr n rsplgnj mu vzilt ki ptuvt n
krunit klvz. Tk, krisnikt g stv vlzt bz nphdnit bzbdnsn prstr i s
sudir s vzilt k pristignuv.
Sudiri prdi gubnj n kntrl vrz vzilt
Kk t prikn v grnvdnit sttistiki, sudirt prdi gubnj n kntrl
vrz vzilt m d s slui n vlzt, v rmkit n krunit klvz ili n izlzt d
krunt krstsnic. svn lkcit, i glmt brzin nphdn uslv z gubnj n
kntrl. Sldstvn, sit vlzvi kn krunt krstsnic kd s frmir kln s iskluni
d ptncilni knflikti. Sluit ki brt d vzt d k z pvln intrvl pmu
vzilt ki krut ist tk s iskluuvt.
116

Sudir d zdnt strn n vzilt

Nphdn uslv z d s slui sudir prisustv n nmlku dn vzil k k n
vlzt n krunt krstsnic. Sudir d zdnt strn m d s slui k vzilt v kln
n usp d zpir n vrm, pst, z vrm n isprkintt vznj kn krunit
klvz.
Sudir n vzil ki krut i izlguvt d krunt krstsnic
Kg v sudirt s vkluni dv vzil, v vid n sudir glvn pvrzn s
ptncilnit knflikt mu vzil ki nputt krunt krstsnic d vntrnt lnt
n krunit klvz i vzilt ki ptuvt n ndvrnt lnt (kn sldnit izlz).
Vzit ki imt nmr d nputt vntrnt lnt trb d kt pgdnn
slbdn prstr pmu dv vzil n ndvrnt lnt ki n nputt krstsnict.
Rizin svrtuvnj s pvuv kg vzil d ndvrnt lnt vdi kn sldnit izlz.
ZKLUK
Turb krunit krstsnici nudt bzbdnsni uslvi nvrtn pviski d binit
kruni krstsnici v dns n psbnit blikt n cntrlnit strv i n krunit lnti, kk
i n fizikt dvuvnj n lntit n vlzvit i v krunit klvzi.
K turb krunit krstsnici kpcittt n vlzvit zvisi d vzilt ki v krut,
nivnt rsprdlb p krunit lnti i d stpnt n iskristuvnj n sk d vlznit
lnti ki s krktristini z krstsnict.
Pkr grnvdnit prdnsti, turb krunit krstsnici v nki uslvi mt d
pnudt kpcitti, isttk, pviski d vbinit kruni krstsnici. Prd d s prktir
turb krunt krstsnic, sk krstsnic trb d s ispituv prliminrn v pgld n
gmtriskit dizn, rgulci n sbrt, intnzittt n sbrnit tkvi i
dnsuvnjt n usnicit v sbrt. Zni z sk krstsnic mr d s rzvivt
mni situcii s primn n tri mi: plu turb kruni krstsnici, turb krun krstsnic s
dv kruni lnti i dvn krun krstsnic. Funksinln nliz mr d s sprvduv s
cl d s prvri kmptibilnst s lklnit sbrni pbruvnj. Krisn d
nglsuv dk dbinit rzultti n m d s gnrlizirt.
Kg trb d s zm prdvid turb krun krstsnic pmu rzlini ltrntivni
plnvi, trb d s rlizir tmln studi z d s sprdt prfrmnsit n vbint
krun krstsnic i turb krunt krstsnic z d s idntifikuv gmtriskit dizn
pgdn z spcifinit ptrbi n slut k s ispituv.
Litrtur:
http://en.wikipedia.org/wiki/Roundabout
http://www.lags.corep.it/doc/turbo-roundabout.pdf
http://4ishgd.webs.upv.es/index_archivos/25.pdf
http://www.kuleuven.be/traffic/dwn/P2003D.pdf
http://www.ictct.org
117

ptin Ttv
mir Mustfi
Dipl. sb. innr

SSU M Pid Ttv

Mrit Mustfi
Dipl. sb. innr

TURBO ROUNDABOUTS FACTOR OF TRAFFIC SAFETY

ABSTRACT
Compared with usual roundabouts the main advantages of turbo-roundabouts are the
reduction in the number of potential conflicting points and the lower speed of passing
vehicles through the intersection; they both can improve road safety conditions at the
junction. Also, the physical delimitation among lanes limits the side-by-side accident risk.
These aspects make turbo-roundabouts more appropriate than roundabouts when a higher
level of safety has to be guaranteed, particularly in presence of relevant pedestrian and twowheels traffic volumes. There are many authors who proposed a theoretical approach to
evaluate turbo-roundabouts capacity founded on gap acceptance theory. In particular, to
model in realistic way traffic conditions at turbo-roundabouts, simulations have been
developed starting from behavioral parameters (critical gap and follow-up time) obtained by
field observations on the few existing turbo roundabouts. The determination of the advantage
domain (in terms of capacity) of turbo-roundabouts compared with typical ones and the way
to value performance indicators (delays, queue lengths and levels of service) more consistent
with real operational conditions of turbo roundabouts were also proposed.
The present paper has three main objectives:
1. to discuss general design criteria and functional principles of turbo roundabouts;
2. to give the geometric design principles of the central island and circulating lanes;
3. to give some case examples of most common accidents that occur at usual roundabouts
INTRODUCTION
In 1997, turbo-roundabouts were presented for the first time by Fortuijn and Harte (1).
Six years later, more than a dozen of these new roundabouts already have been constructed
and are in use on the Netherlands roads network.
Turbo-roundabouts are thought to have a higher capacity, compared to the classical
multi-lane roundabouts. This paper examines this hypothesis, after setting up an explanation
to determine the capacity of a turbo-roundabout. We start by explaining the principle of a
turbo-roundabout.
Principle of a turbo-roundabout
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On a turbo-roundabout, traffic streams are separated into separate lanes before they
arrive at the roundabout and they stay in lane on the roundabout itself. The different lanes on
the roundabout are physically separated, preventing traffic from weaving. This separation is
interrupted there where the approaches give on to the roundabout. Vehicles on the
approaches give way to vehicles on the roundabout. Once a traveler finds himself on the
turbo-roundabout, his further route is fixed. Therefore, travelers have to choose their lane on
the approaches to the roundabout. They are informed in advance by arrow marking, signposts
and lane selection signs.
Turbo-roundabouts have a very specific shape to accomplish this splitting of traffic.

Differently from what happens in usual modern roundabouts (where vehicles move
side by side, each in the proper lane, reach the give-way line and then they set the trajectory
and complete their maneuvers toward the wanted exit) at turbo roundabouts users are forced
to preselect the correct lane even at dozens of meters before they enter the intersection.
Figure 1 shows that right-turn vehicles from the minor road are requested: i) to drive along
the outer entering lane; ii) to get onto the outer circulating lane; iii) to address to the leg close
to that they come from. Through vehicles (and left-turn vehicles) have to select the inner
entering lane, to get onto the inner circulating lane and then they are able to address to the
required exit.
In comparison with usual roundabouts, the main benefits of a turbo roundabout are:
a) lower number of potential conflicting points among vehicles; for example, a four leg turbo
roundabout is characterized by ten points of conflict, whereas a two-lane roundabout is
characterized by twenty-two points of conflict (see Table 1);
b) slower speeds along the ring;
c) lower risk of side-by-side accidents.
Starting from these considerations, turbo roundabouts can be installed as an
alternative of modern roundabouts especially when a high level of safety has to be
guaranteed, for example where bicyclist and pedestrian traffic are not slight.
119

TABLE 1 Points of conflicts at unsignalized intersections, roundabouts and turbo

roundabouts
number of conflicting points
Number of legs

Unsignalized
intersection

Two-lane
roundabout

Turbo roundabout

16

32

22

10

The characteristic shape of the central island (see Figure 3) is designed through arcs of
circumferences with different centre and radius.
In order to built a turbo roundabout scheme with a continuous variation of curvature
of circulating lanes, in some cases a spiral can be applied by turns. Considering that the width
of circulating lanes has to be kept constant along its development, it follows that the curve has
to be marked by a constant step equal to the transversal spacing between the lanes. The last
characteristic belongs to the Archimedean spiral.

The main characteristics of a turbo roundabout are:

1. a turbo roundabout has more than one lane;
2. the correct lane has to be chosen before entering the turbo roundabout;
3. entering traffic has to give way to circulating traffic, which is limited to a maximum of two
lanes;
4. within the roundabout itself no weaving or cutting is possible;
5. the roundabout can only be left via the previous chosen lane.

120

Advantages:
A surveyable situation when a driver enters the roundabout: drivers need only to give way to
traffic in a maximum of two well-demarcated lanes;
The correct lane has to be chosen before entering the turbo roundabout;
No risk of accidents due to lane changing on the roundabout;
Low driving speed through the roundabout because of raised lane dividers.

DIFFERENT VARIANTS OF THE TURBO ROUNDABOUT

Five types of four-leg turbo roundabouts can be distinguished, based on differing
number of entry and exit lanes and bypasses. The need for these variations has mainly to do
with differences in the distribution of traffic volume over the legs of the intersection:
Basic turbo roundabout

Egg roundabout

Knee roundabout

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Spiral roundabout

Rotor roundabout

For three-leg roundabouts, there are only two types of turbo roundabouts:
Stretched-knee roundabout

Star roundabout

At single-lane roundabouts, the most frequent accident typologies are: collision due to
failure to yield, run-off the road (towards the circulatory roadway center or side, or towards
the splitter islands), rear-end crash at entry.

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The four crash typologies are shown in Figure 2. They include almost 80% of the
crashes that occur at roundabouts. The remaining crashes belong to other numerous
categories, whose single incidence is very low.
Thus, these four crash typologies have been considered as reference to identify the
maneuvers or, more generally, the circumstances related to each crash.

FIGURE 1 Main typologies of crashes occurring at roundabouts.

Turbo-roundabouts or spiral-roundabouts were proposed for the first time in (Fortuijn
and Harte, 1997), to minimize the side collision risk in double-lane roundabouts. The goal is
achieved by physical separation of the entry and the circulatory lanes, that forces the driver to
choose his entry lane (left or right) on the basis of his turning destination.
Afterwards, turbo-roundabouts were introduced in the Netherlands and in other
European countries, and proved to have good safety and also operational performances.
Collision for failure to yield
A first circumstance leading to this kind of crash can be due to the users wrong
evaluation of the gap available between the vehicles traveling on the circulatory roadway.
Thus, the user leaves the entry without the necessary safety gap and collides with the arriving
vehicle.
Crashes for loss of vehicle control
As shown in the above-mentioned statistics, the collision for loss of vehicle control can
occur at the entry, within the circulatory roadway or at the exit of a roundabout. Apart from
the location, over speeding is the necessary condition for the loss of control. Consequently, all
the entries to the roundabout where a queue takes place are excluded from potential conflicts.
The cases that require the driver to wait for a favorable interval between circulating vehicles
are also excluded.
Rear-end at entry
The necessary condition to cause a crash is the presence of at least one waiting vehicle
at the entry of the roundabout. The rear-end can occur directly if the queuing vehicle does not
succeed in stopping in time or, more frequently, during the discontinuous lining up that leads
to the circulatory roadway.

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Circulating-exiting collision
When two four-wheeled vehicles are involved, this typology is mainly linked to the
potential conflict between vehicles exiting the roundabout from the inner lane of the
circulatory roadway and vehicles traveling on the outer lane (toward the next exit).
The drivers intending to leave the inner lane have to wait for a suitable gap between
two non-exiting vehicles of the outer flow. Risky turns occur when the outer vehicle heads for
the next exit.

CONCLUSIONS
Turbo roundabouts offer safety conditions potentially higher than usual roundabouts
in relation to the particular shape of the central island and of circulating lanes, as well as to
the physical separation of lanes both at entries and at circulating roadway.
At a turbo roundabout the capacity of a generic entry depends on circulating vehicles,
on their distribution by circulating lanes and on the degree of-utilization of each entering lane
characterizing the considered entry. Besides the above specified benefits, turbo roundabouts
in some traffic conditions can offer capacities also higher than usual roundabouts.
Before is designed a turbo roundabout, each intersection has to be examined
preliminarily considering the geometric design, the regulation of traffic, the intensity of traffic
flows and user behaviors. So for each intersection an alternative layout has to be developed
applying three schemes: a semi turbo roundabouts, a turbo roundabout with two circulating
lane and a double turbo roundabout.
A functional analysis has to be carried out in order to verify the compatibility with
local traffic demand. It is useful to highlight that the obtained results cannot be generalized.
When a turbo roundabouts has to be also considered among different alternative plans,
an in-depth study to compare performances of usual roundabouts and turbo roundabouts has
to be carried out to identify geometric design suitable for the specific needs of the case under
examination.

References:
http://en.wikipedia.org/wiki/Roundabout
http://www.lags.corep.it/doc/turbo-roundabout.pdf
http://4ishgd.webs.upv.es/index_archivos/25.pdf
http://www.kuleuven.be/traffic/dwn/P2003D.pdf
http://www.ictct.org

124

J.U. SREDNJA KOLA ZA SAOBRAAJ I KOMUNIKACIJE, SARAJEVO

Midhat Tatli, dipl. ing. saobraaja

ALTERNATIVE ZA LIJEVA SKRETANJA NA RASKRSNICAMA NA GRADSKIM I

PRIGRADSKIM SAOBRAAJNICAMA
SAETAK:
Mnogi putne arterije beznadno su zaepljene. U mnogim mjestima, inenjeri su uinili koliko
se moglo s konvencionalnim poboljanjima. Napredak inteligentnih transportnih sistema nee
dati veu pomo na gradskim arterijama jo dugi niz godina. Predstaviemo pet
nekonvencionalnih alternativnih rjeenja za arterije. Svrha ovog rada je kratka analiza ovih pet
alternativa i kratko izlaganje novih informacije o njima. Nakon predstavljanja prednosti i
nedostataka svake od alternativa, rad predlae kada analitiari trebaju uzeti u obzir studiju
izvodljivosti i funkcionalni dizajn.
1. UVOD
Mnoge gradske i prigradske arterije su zaepljene sa malo nade za poboljanja.
Inenjeri u mnogim mjestima su uinili koliko mogu s aktualnim signalima, kordinaciji signala
i primjenili druge neconvencionalne mjere. Poznato je da su napori usmjereni primjeni
inteligentnih transportnih sistema na autoputevima. Javni prevoz zahtijevat e promjene u
koritenju zemljita prije nego to prui veliko olakanje. irenje arterija, izgradnja
nadvonjaka, nadogradnju arterijskih raskrsnica na vorita i izgradnja zaobilaznica su skupe
i zahtjevaju dui vremenski period izgradnje.
Da bi doli do poboljanja opisaemo pet nekonvencionalnih alternativa koje inenjeri
mogu primjeniti za njihov gradski i prigradski promet. Danas imamo veliki broj Softwerskih
alata kao to su Sidra i Synhro, TRANSYT-7F, CORSIM itd., gdje sa moe procijeniti gustoa
prometa na odreenim lokacijama.
Svrha ovog rada je prikaz alternativnih rjeenja:
Median U-turn,
Bowtie,
Superstreet,
Jughandle i
Kontinuirani protok.
U radu se predstavljaju znaajana nova istraivanja i primjena na medijan U-turn,
superstreet i kontinuirani protok raskrije. Prostor u radu je ogranien pa nas spreava da
detaljno objasnimo i druge dvije alternative (uparene raskrsnice i kontinuirana zelena T
raskra).
U nekonvencionalnim alternativama postavljaju se dva glavna naela. Kao prvo,
naglasak je na smanjenje kanjenja vozila. Drugo, nekonvencionalnim alternativama pokuati
smanjiti broj konfliktnih toaka na raskrsnicama, a odvojiti take sukoba koje ostaju. To
obino znai smanjivanje broja faza signala od etiri (pod pretpostavkom da nema
preklapanja) na dvije, to smanjuje kanjenje za kretanje u prometu. To takoer obino znai
manje prijetnje vozaa, to se odraava na sigurnost.

125

Agencije moraju imati dovoljno volje, politiku podrku i javne resurse za provedbu
odabrane alternative.
Ovaj rad prikazuje svaki od pet nekonvencionalnim alternativa s istim formatom: Opis
sa dijagrama, saetak novom istraivanju ili provedbi ako ih ima, popis prednosti i mana u
odnosu na konvencionalne arterije.
2. Medijan polukruno (MEDIAN U-TURN)
Medijan U-turn, prikazan na slici 1, zahtijeva skretanje u lijevo do i od arterijskog
pravaca. Na signaliziranoj raskrsnici skrtanje lijevo se vri izvan raskrsnice, polukruno na
crossover i izvri skretanje desno na trag na glavnoj raskrsnici.

Sl. 1 U smjerovi su pod kontrolom zaustavljanja

Lijeva skretanja su zabranjena na glavnoj raskrsnici, pa signal ima samo dvije faze. U
smjerovi mogu biti signalizirani ili pod kontrolom znakova zaustavljanja, ovisno o broju vozila
i drugim uticajima. Signali na U smjerovima ukrtanja trebaju biti usklaene sa signalom na
glavnoj raskrsnici i zahtijevaju od arterijskih vozaa da se zaustave vie od jednom. Udaljenost
od glavne raskrsnice do najblieg ukrtanja uzrokuje dodatni vonju.

Sl.2 U smjerovi su signalizirani i usklaenji sa signalom na glavnoj raskrsnici

Optimalna udaljenost U skretanja je 182 metara. Medijan irine ovise o dizajnu vozila i
radijusa u kojem se moe napraviti U-turn. Za veliku poluprikolicu preporuuje se srednja
irina 18 metara na etiri trake kolovoza. Ui Medijan je mogu s manjim dizajnom vozila, na
est ili osam traka ili proirenje izvan ruba linije kolovoza.

126

Michigan Odjel za transport (MDOT) je najistaknutiji korisnik medijana U-okreta u

Sjedinjenim Dravama, s vie od 1000 kilometara u slubi. MDOT i druge agencije u Michiganu
koriste medijan polukruno okretanje 30 godina i dalje ih dizajniraju.
U posljednjih nekoliko godina, autori su prouavali sposobnost i uinkovitost medijan
polukrunog okretanja.
Kapacitet medijan polukruno u odnosu na konvencionalne arterije na signaliziranim
raskrsnicama je veoma zanimljiv. Kapacitet se poveava za medijan polukruno zbog manjeg
broja faza signala s manje izgubljenog vremena, ali se smanjuje jer je obino manji pristup
stazi zbog lijevog okretana vozila koja dva puta prolaze raskrsnicu.

Prednosti
Prednosti medijana polukruno naspram klasinog multi-faznog signaliziranog
raskrija ukljuuju:
Smanjena kanjenja u prometu kroz arterije,
Poveana sposobnost na glavnoj raskrsnici,
Lake napredovanje kroz arterije za promet,
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 Manje se zaustavlja kretanje u prometu, posebno na pristupima sa Stopkontroliranim pravcima,

Manje prijetnje prelasku pjeaka i
Smanjene i odvojene konfliktne take tokova.
Nedostaci
Nedostaci alternativnim u odnosu na konvencionalne raskrsnice ukljuuju:
Zbunjenost vozaa,
Nepotovanje zabrane skretanje lijevo na glavnoj raskrsnici od strane vozaa,
Poveana kanjenja za lijevo skretanje,
Poveana udaljenost za lijevo skretanje,
Povean broj zaustavljanja kod lijevog skretanja,
Vea prava-of-put zajedno arterijska,
Vei trokovi rada za dodatne signale i
Dva ciklusa pjeakog prelaza.
Agencije bi trebale uzeti u obzir medijan polukrunuo alternativu gdje je uglavnom
visok ili umjeren protok na glavnoj arteriji u sukobu s umjerenim ili niskim skretanjem lijevo.
3. BOWTIE
Bowtie alternativa je varijacija na sredinju U-turn alternativu s medijani smjera
crossover na ukrtanje ulice. Kako bi prevladali nedostatke U-turna, Bowtie koristi krune
tokove za lijeva skretanja kako Slika 2 prikazuje. Lijeva skretanja su zabranjena na glavnoj
raskrsnici, pa imamo samo dvije faze signala. Vozila nakon ulaska imaju dva izlaza. Udaljenost
od krunog toka do glavne raskrsnice moe varirati od 200-600 metara.

Prednosti
Prednosti Bowtie alternative nad konvencionalnm viefaznim signaliziranim
raskrsnicama ukljuuju:
Smanjena kanjenje za preko arterijski promet,
Poveana sposobnost na glavnoj raskrsnici,
Smanjena zaustavlja za preko arterijski promet,
Laka progresija za preko arterijski promet,
Manje prijetnje prelasku pjeaka i
Smanjen broj i odvojene konfliktne take tokova.
128

Nedostaci
Nedostaci alternative u odnosu na konvencionalne raskrsnice ukljuuju:
Zbunjenost vozaa,
Nepotovanje zabrane skretanje lijevo na glavnoj raskrsnici od strane vozaa,
Poveana kanjenja za lijeva-skretanja i eventualno ukrtanje kroz promet,
Poveane putanje za lijevo-tokarenje prometa,
Teka arterijska U-okretanja.
Kad treba primjeniti
Agencije bi trebale razmotriti Bowtie alternativu gdje uglavnom imamo visoki
arterijski volumen i sukob s umjerenim do niskim ukrtanjem i sa umjerenim ili niskim
skretanjem lijevo.
4. SUPERSTREET
Superstreet je jo jedan produetak medijana polukruno. Superstreet prua najbolje
uvjete za prelaze preko arterija. Superstreet, prikazan je u Slika 3, zahtijeva ukrtanje ulice
kroz lijevo skretanje i lijeva okretnja. etiri pristupa raskrsnici postaju dva neovisna
threeapproach raskrijima. Ta neovisnost omoguuje svakom smjeru arterije da ima svoj
vlastiti signal, ukljuujui razliite duljine ciklusa po elji, tako da inenjeri mogu postii
"savreni" napredak u oba smjera u bilo koje vrijeme. Pjeaci mogu prelaziti arteriju relativno
sigurno preko dvostupanjskog prelaza kako Slika 3 prikazuje. Ostali dizajn pojedinosti
superstreet su identini medijan U-okreta.

Prednosti
Prednosti su superstreet alternative nad konvencionalnom viefaznom signalizirnom
raskrsnicom ukljuuju:
Smanjena kanjenje prometa kroz arteriju i za jedan par lijevih skretanja,
Smanjena zaustavlja za preko arterijski promet,
"Perfect" dvosmjerna napredovanje u svim vremenima,
Manje prijetnje prijelasku pjeaka i
Smanjen broj i odvojene konfliktne take.
Nedostaci
Nedostaci alternativnih u odnosu na konvencionalne raskrsnice ukljuuju:
Zbunjenost vozaa i pjeaka,
Poveana kanjenje za ukrtanja kroz promet,
Poveane putanje za ukrtanje kroz promet, a za jedan par lijevih skretanja,
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 Poveana zaustavlja kroz promet, a za jedan par lijevih skretanja,

Spor dvostupanjski prelaz arterije za pjeake i
5. JUGHANDLE
Jughandle alternativa koristi rampe za odvajanje s desne strane arterije. Pristup
jughandle raskrsnici prikazan je na Slici 4, rampe su prije raskrsnice. Kod lijevih skretanja sa
arterije koriste se rampe-terminali. Rampa terminali su sa STOP-kontrolisanim lijevim
skretanjem.
U modernim jughandles alternativama rampa terminali su udaljeni nekoliko stotina
metara od glavne raskrsnice kako bi se osiguralo da ne doe do blokade terminala.

Prednosti
Prednosti jughandle alternativa nad konvencionalnim multi-faznim signaliziranim
rasksnicama ukljuuju:
Smanjena kanjenje za preko arterijski promet,
Smanjena zaustavlja za preko arterijski promet,
Laka progresija za preko arterijski promet,
Smanjen broj i odvojene konfliktne take.
Nedostaci
Nedostaci alternative u odnosu na konvencionalne raskrsnice ukljuuju:
Zbunjenost vozaa,
Nepotivanje zabrane lijevog skretanja na glavnoj raskrsnici,
Poveana kanjenje za lijeva skretanja iz arterije, pogotovo ako vozila blokiraju
rampe terminala,
Poveane putanje za skretanje u lijevo od arterije,
Pjeaci moraju prei rampe na glavnoj raskrsnici,
Dodatna izgradnja rampi,
Dodatni trokovi odravanja rampe, i
Nedostatak pristupa arterija za parcele pored rampe.
6. KONTINUIRANI PROTOK RASKRSNICE
Kontinuirani protok raskrsnice ima rampu na lijevoj arteriji uzvodno od glavne
raskrsnice, kako Slika 5 prikazuje. Obino, visok protok e opravdati signal na crossoveru gdje
rampa poinje. Inenjeri mogu lako koordinirati dvofazni signal sa signalom na glavnoj
raskrsnici tako da se arterijski promet ne zaustavlja vie od jednom. Skretanje lijevo rampa
ostaje zajedno arterijska i zadovoljava krianju ulice u blizini glavne raskrsnice.
130

Literatura
1. Hummer, J. E. Unconventional Left Turn Alternatives for Urban and Suburban Arterials: Part
One. ITE Journal, Vol. 68, No. 9, September 1998.
2. Hummer, J. E. Unconventional Left Turn Alternatives for Urban and Suburban Arterials: Part
Two. ITE Journal on the Web, www.ite.org, November 1998.
3. American Association of State Highway and Transportation Officials. A Policy on Geometric
Design of Highways and Streets. Washington, D.C., 1990.
4. Special Report 209: Highway Capacity Manual (1997 update). TRB, National Research
Council, Washington, D.C., 1998.
5. Reid, J. D., and J. E. Hummer. Analyzing System Travel Time in Arterial Corridors with
Unconventional Designs Using Microscopic Simulation. Paper 991519, presented at 78th
Annual Meeting, Transportation Research Board, Washington, D.C., January 1999.
6. Dorothy, P. W., T. L. Maleck, and S. E. Nolf. Operational Aspects of Michigan Design for
Divided Highways. In Transportation Research Record 1579, TRB, National Research Council,
Washington, D.C., 1997, pp. 1826.
7. Castronovo, S., P. W. Dorothy, and T. L. Maleck. An Investigation of the Effectiveness of
Boulevard Roadways. Presented at 77th Annual Meeting, TRB, Washington, D.C., January
1998.
8. Boone, J. L., and J. E. Hummer. Unconventional Design and Operation Strategies for OverSaturated Major Suburban Arterials. FHWA/NC/94-009, North Carolina DOT and Federal
Highway Administration, Raleigh, April 1995.
9. Hummer, J. E., and J. L. Boone. Travel Efficiency of Unconventional Arterial Intersection
Designs. In Transportation Research Record 1500, TRB, National Research Council,
Washington, D.C., 1995, pp. 153161.

131

Public Instituti High School for Transport and Communications SARAJEVO

Midhat Tatlic, graduate traffic engineer

UNCONVENTIONAL LEFT-TURN ALTERNATIVES FOR URBAN AND SUBURBAN

ARTERIALS
ABSTRACT:
Many arterials are hopelessly congested. In many places, engineers have done as much as they
can with conventional improvements. Advances like intelligent transportation systems will not
provide widespread assistance on arterials for many years. To help treat this impasse, the first
author wrote a series for ITE describing seven unconventional design alternatives for arterials.
The purposes of this paper are to review five of those alternativesthe median U-turn, bowtie,
superstreet, jughandle, and continuous flow intersectionand to summarize new information
about them. After presenting the advantages and disadvantages of each alternative, the paper
suggests when analysts should consider one during feasibility studies and functional designs.
1. INTRODUCTION
Many urban and suburban arterials are congested with little immediate hope of relief.
Access management and better coordination between land use and transportation offer longterm hope for developing areas but little short-term promise for developed areas.
Transportation engineers in many places have done as much as they can with actuated
signals, signal systems, multiple left turn lanes, right turn lanes, and other conventional
measures. Good parallel streets to create one-way pairs rarely exist outside downtown areas.
Intelligent transportation system efforts have concentrated on freeways. Public
transportation will require shifts in land use before it provides major relief. Widening
arterials, building overpasses and flyovers, upgrading arterial intersections to interchanges,
and building bypasses are expensive and disruptive.
To help treat this impasse, the first author wrote a two-part series for ITE (1,2) describing
seven unconventional alternatives that engineers may wish to consider for their urban and
suburban arterials. The main purpose of the series was to entice engineers into considering
one or more of these alternatives during feasibility studies and functional designs. Agencies
have good tools, such as the Highway Capacity Software, SIDRA, Synchro, TRANSYT-7F, and
CORSIM, to evaluate a wide range of alternatives with forecast traffic volumes at particular
locations.
The purposes of this paper are to review five of those alternatives and to summarize new
information on the alternatives that have been generated since the twopart ITE series was
written. The five unconventional alternatives reviewed here are the
Median U-turn,
Bowtie,
Superstreet,
Jughandle, and
Continuous flow intersection.

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2. MEDIAN U-TURN
Description
The median U-turn, shown in Figure 1, requires left turns to and from the arterial to use
directional median crossovers. At a signalized intersection, left turns from the arterial
proceed beyond the intersection, make a U-turn at the crossover, and make a right turn back
at the main intersection.
Left turns to the arterial first make a right turn at the main intersection and then make a Uturn at the crossover. Left turns are prohibited at the main intersection, so the signal there
has two phases. The directional crossovers may be signalized or controlled by Stop signs,
depending on the volumes and other usual considerations. A signal at a directional crossover
should be coordinated with the signal at the main intersection, requiring arterial drivers to
stop no more than once. The distance from the main intersection to the nearest crossover is a
trade-off between preventing spillback and causing extra driving. Many agencies have found a
distance of 600 feet to be optimum. Median widths depend on the design vehicle and the
radius in which it can make a U-turn. For a large semi-trailer combination design vehicle
AASHTO (3) recommends a median width of 60 feet on a four-lane arterial. A narrower
median is possible with a smaller design vehicle, on six- or eight-lane arterials, or by
providing a paved turning basin beyond the edge line. Placing the directional crossovers on
the cross street instead of the arterial minimizes the right-of-way needed along the arterial
and placing directional crossovers on both the arterial and the cross street increases the left
turn capacity.
The Michigan Department of Transportation (MDOT) is the most prominent user of median Uturns in the United States, with over 1000 miles in service. MDOT and other agencies in
Michigan have used median U-turns for 30 years and continue to design them.

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Advantages
The advantages of the median U-turn over a conventional multi-phase signalized intersection
include:
Reduced delay for through arterial traffic,
Increased capacity at the main intersection,
Easier progression for through arterial traffic,
Fewer stops for through traffic, particularly on approaches with Stop-controlled directional
crossovers,
Fewer threats to crossing pedestrians, and
Fewer and more separated conflict points.
Disadvantages
The disadvantages of the alternative relative to conventional intersections include:
Driver confusion,
Driver disregard of the left turn prohibition at the main intersection,
Increased delay for left-turning traffic,
Increased travel distances for left-turning traffic,
Increased stops for left-turning traffic,
Larger rights-of-way along the arterial,
Higher operation costs for extra signals, and
Longer cross street minimum green times or two-cycle pedestrian crossing.
3. BOWTIE
Description
The bowtie alternative is a variation of the median U-turn alternative with the medianand the
directional crossovers on the cross street. To overcome the disadvantage ofrequiring a wide
right of way on the cross street, the bowtie uses roundabouts on thecross street to
accommodate left turns as Figure 2 shows. Left turns are prohibited atthe main intersection,
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which therefore requires only a two-phase signal. Vehicles yieldupon entry to the roundabout,
but if the roundabout has only two entrances as shown onFigure 2 the entry from the main
intersection does not have to yield. The roundaboutdiameter, including the center island and
circulating roadway, varies from 90 feet to 300 feetdepending on the speed of traffic on the
approaches, the volume of traffic served, thenumber of approaches, and the design vehicle.
The distance from the roundabout to themain intersection could vary from 200 to 600 feet,
trading off spillback against extra traveldistance for left-turning vehicles. The arterial may
have a narrow median. U-turns on thearterial are difficult, having to travel both through
roundabouts and through the mainintersection three times, so the arterial should
accommodate midblock left turns directly.

Advantages
The advantages of the bowtie over conventional multi-phase signalized intersections
include:
Reduced delay for through arterial traffic,
Increased capacity at the main intersection,
Reduced stops for through arterial traffic,
Easier progression for through arterial traffic,
Fewer threats to crossing pedestrians, and
Reduced and separated conflict points.
Disadvantages
The disadvantages of the alternative relative to conventional intersections include:
Driver confusion,
Driver disregard for the left turn prohibition at the main intersection,
Increased delay for left-turning traffic and possibly cross street through traffic,
Increased travel distances for left-turning traffic,
Increased stops for left-turning and cross street through traffic,
Additional right-of-way for the roundabouts, and
Difficult arterial U-turns.
4. SUPERSTREET
Description
A superstreet is another extension of the median U-turn. The superstreet provides the best
conditions for through arterial movements short of interchanges. The superstreet, shown in
Figure 3, requires cross street through movements and left turns to and from the arterial to

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use the directional crossovers. Four-approach intersections become two independent

threeapproach intersections. This independence allows each direction of the arterial to have
its own signal timing pattern, including different cycle lengths if desired, so that engineers
can achieve perfect progression in both directions at any time with any intersection
spacing. Pedestrians can make a relatively safe but slow two-stage crossing of the arterial
as Figure 3 shows. Other design details of the superstreet are identical to median U-turns.

Advantages
The advantages of the superstreet over a conventional multi-phase signalized intersection
include:
Reduced delay for through arterial traffic and for one pair of left turns (usually left turns
from the arterial),
Reduced stops for through arterial traffic,
Perfect two-way progression at all times with any signal spacing for through arterial
traffic,
Fewer threats to crossing pedestrians, and
Reduced and separated conflict points.
Disadvantages
The disadvantages of the alternative relative to conventional intersections include:
Driver and pedestrian confusion,
Increased delay for cross street through traffic and for one pair of left turns,
Increased travel distances for cross street through traffic and for one pair of left turns,
Increased stops for cross street through traffic and for one pair of left turns,
A slow two-stage crossing of the arterial for pedestrians, and
Additional right-of-way along the arterial.
5. JUGHANDLE
Description
The jughandle alternative uses ramps diverging from the right side of the arterial to
accommodate all turns from the arterial. In the four-approach jughandle intersection shown
in Figure 4, the ramps are prior to the intersection. Left turns from the arterial use the ramp,
then turn left on the cross street at the ramp terminal. Ramp terminals are typically STOPcontrolled for left turns and Yield-controlled for channelized right turns.
In modern jughandles ramp terminals are several hundred feet from the main intersection to
insure that queues from the signal on the cross street do not block the terminal. Since no Uturns or left turns are allowed directly from the arterial, the median may be narrow.
136

The signal at the main intersection may need a third phase, for left turns from the cross street,
if the volume is heavy. The New Jersey Department of Transportation has used jughandles for
years on hundreds of miles of heavy-volume arterial and continues to build new jughandle
intersections.

Advantages
The advantages of the jughandle alternative over conventional multi-phase signalized
intersections include:
Reduced delay for through arterial traffic,
Reduced stops for through arterial traffic,
Easier progression for through arterial traffic,
Narrower right-of-way needed along the arterial, and
Reduced and separated conflict points.
Disadvantages
The disadvantages of the alternative relative to conventional intersections include:
Driver confusion,
Driver disregard for left turn prohibitions at the main intersection,
Increased delay for left turns from the arterial, especially if queues of cross street
vehicles block the ramp terminal,
Increased travel distances for left turns from the arterial,
Increased stops for left turns from the arterial,
Pedestrians must cross ramps and the main intersection,
Additional right-of-way for ramps,
Additional construction and maintenance costs for ramps, and
Lack of access to arterial for parcels next to ramps.
6. CONTINUOUS FLOW INTERSECTION
Description
The continuous flow intersection features a ramp to the left of the arterial upstream of the
main intersection to handle traffic turning left from the arterial, as Figure 5 shows. Usually,
high volumes will justify a signal at the crossover where the ramp begins. Engineers can easily
coordinate this two-phase signal with the signal at the main intersection so that arterial
through traffic stops no more than once. The left turn ramp remains along the arterial and
meets the cross street near the main intersection. A single signal controls the main
intersection and the left turn ramp-minor street intersection. The major breakthrough with
this design is that arterial through traffic and traffic from this left turn ramp can move during
the same signal phase without conflicting. This allows, in effect, protected left turns with a
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two-phase signal. The cross street stop bar must be set back beyond the left turn ramp, which
probably means more lost time and longer clearance intervals for the cross street signal
phase(s). Right turns are removed from conflicts near the intersection with ramps.
U-turns on the arterial are possible at the left turn crossover if the median is wide enough.
Without provision for U-turns the arterial median may be narrow. The left turn ramp usually
crosses the opposing traffic 300 or so feet from the cross street to balance the various higher
costs of a longer ramp against the chance of spillback from the main intersection blocking the
signal at the crossover. If left turns to the arterial are heavy at the continuous flow
intersection shown in Figure 5, a third signal phase may be needed at themain intersection. To
avoid the third phase, designers can use left turn ramps in three or all four quadrants of the
intersection.

Advantages
The advantages of the continuous flow intersection over a conventional multi-phase
signalized intersection include:
Reduced delay for through arterial traffic,
Reduced stops for through arterial traffic,
Easier progression for through arterial traffic,
Narrower right-of-way needed along the arterial, and
Reduced and separated conflict points.
With ramps in three or four quadrants these advantages may extend to the cross street as
well.
Disadvantages
The disadvantages of the alternative relative to conventional intersections include:
Driver and pedestrian confusion,
Increased stops for left turns from the arterial,
Restricted U-turn possibilities,
Pedestrians must cross ramps and the main intersection,
Additional right-of-way for ramps,
Additional construction, maintenance, and operation costs for ramps and extra
signals,
Lack of access to the arterial for parcels next to ramps, and
The costs of obtaining the rights to use the design.
REFERENCES
1. Hummer, J. E. Unconventional Left Turn Alternatives for Urban and Suburban Arterials: Part
One. ITE Journal, Vol. 68, No. 9, September 1998.
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2. Hummer, J. E. Unconventional Left Turn Alternatives for Urban and Suburban Arterials: Part
Two. ITE Journal on the Web, www.ite.org, November 1998.
3. American Association of State Highway and Transportation Officials. A Policy on Geometric
Design of Highways and Streets. Washington, D.C., 1990.
4. Special Report 209: Highway Capacity Manual (1997 update). TRB, National Research
Council, Washington, D.C., 1998.
5. Reid, J. D., and J. E. Hummer. Analyzing System Travel Time in Arterial Corridors with
Unconventional Designs Using Microscopic Simulation. Paper 991519, presented at 78th
Annual Meeting, Transportation Research Board, Washington, D.C., January 1999.
6. Dorothy, P. W., T. L. Maleck, and S. E. Nolf. Operational Aspects of Michigan Design for
Divided Highways. In Transportation Research Record 1579, TRB, National Research Council,
Washington, D.C., 1997, pp. 1826.
7. Castronovo, S., P. W. Dorothy, and T. L. Maleck. An Investigation of the Effectiveness of
Boulevard Roadways. Presented at 77th Annual Meeting, TRB, Washington, D.C., January
1998.
8. Boone, J. L., and J. E. Hummer. Unconventional Design and Operation Strategies for OverSaturated Major Suburban Arterials. FHWA/NC/94-009, North Carolina DOT and Federal
Highway Administration, Raleigh, April 1995.
9. Hummer, J. E., and J. L. Boone. Travel Efficiency of Unconventional Arterial Intersection
Designs. In Transportation Research Record 1500, TRB, National Research Council,
Washington, D.C., 1995, pp. 153161.

139

Milan Peri, dipl.in.saobraaja

BICIKLISTI KAO UESNICI U SAOBRAAJU

SAETAK (Abstract):
Usled globalne ekonomske krize u Svetu, velikog zagaenja vazduha izduvnim gasovima, i
globalnog zagrevanja, bicikl zauzima sve vanije mesto na lestvici odrivog prevoznog
sredstva. Pored toga to je evoluirao kroz vreme a i 100% je ekoloko sredstvo prevoza,
vonja bicikla povoljno utie i na zdravlje ljudi. Pored toga, biciklisti predstavljaju i ranjive
uesnike u saobraaju pa je analizirano i njihova stradanje u saobraajnim nezgodama. Iako
bicikl sa sobom povlai veliki broj prednosti, postojei biciklistiki saobraaj u Niu gradu
povoljnom za razvoj biciklistikog saobraaja je i dalje na jako niskom nivou.
KLJUNE REI: bicikl, biciklistika staza, ekoloko i zdravo prevozno sredstvo, signalizacija za
bicikliste, bezbednost biciklista, biciklizam u Niu.
1. UVOD
Bicikl predstvalja specifino prevozno sredstvo. Zapravo, prvi bicikl je, prema nekim
izvorima, konstruisao Mikelanelo Buonaroti. Takvo prevozno sredstvo je bilo bez pedala,
napravljeno od drveta i vozio se tako to se osoba koja je upravljala, odguravala od podloge
(nalik trotinetu). U toku 19. veka, tanije 1854. godine u periodu Industrijske revolucije u
Engleskoj je konstruisan prvi bicikl. Tadanji bicikl je imao drugaiju konstrukciju od
dananjih savremenih bicikala. Imao je veliki prednji toak na kome su bile fiksirane pedale.
Zanimljivo je dodati jo to da se prva asfaltirana povrina na teritoriji Srbije izgradila za
potrebe bicikla. Zapravo, tadanji subotiki gradonaelnik je poetkom 20. veka na poklon
dobio tadanji bicikl. Kako se ne bi prljao vozei, na Paliu je napravljena prva asfaltirana
povrina krunog oblika duine 15, a irine 1 metar. Poznati biciklista u Srbiji je Ivan Sari
rodom iz Subotice gde danas ima i svoj spomenik. Danas, prema nekim procenama u Svetu
postoji preko 1.000.000.000 bicikala.
Dananji bicikli se u mnogome razlikuju od tadanjih zbog konstantnog tehnolokog
unapreenja. Prema aktuelnom Zakonu o bezbednosti saobraaja Republike Srbije bicikl je
vozilo sa najmanje dva toka koje se pokree snagom vozaa, odnosno putnika koja se pomou
pedala ili ruica prenosi na toak odnosno tokove.
1.
2.
3.
4.
5.

Postoji vie vrsta bicikala [1]:

enski bicikl nema cev koja spaja volan i sedite kako bi ene mogle da voze bicik i u
suknji,
Muki bicikl ima cev izmeu volana i sedita koji pomae da bicikl bude krui, a na toj
cevi se moe instalirati i sedite za prevoz dece,
Deiji bicikl bicikl koji je manjih dimenzija (gabarita) i ima mogunost da se na
poslednjem toku instaliraju pomoni tokovi koji omoguuju dodatnu stabilnost u
periodima kada deca savladavaju vetinu vonje bicikla,
Tricikl ima tri toka, dva pozadi i mahom je korien od starne dece, ljudi sa
posebnim potrebama ili starih zbog svoje stabilnosti,
Sportski bicikl bicikl namenjen za postizanje velikih brzina i ima upravlja postavljen
tako da voza bicikla mora da zauzme savijeni poloaj. Napravljen je obino od
materijala male teine i ima obino pneumatike manje irine. Od opreme obavezno
ima menja kako bi se lake savladali usponi.
140

6.
7.
8.
9.

Tandem bicikl namenjen za dve osobe koje sede jedna iza druge,
Brdski bicikl bicikl namenjen za brdovitu vonju,
Poni bicikl bicikl sa mogunou sklapanja,
Monocikl bicikl sa jednim tokom karakteristian po tome to je za upravljanje njim
potrebna posebna vetina jer je jako nestabilan,
10. Sobni bicikl sprava novijeg datuma, namenjena iskljuivo za vebanje, odnosno
simulaciju vonje u kunim, sobnim uslovima.
2. BICIKL KAO PREVOZNO SREDSTVO
Bicikl kao prevozno sredstvo je prisutno kako u zemljama sa visokim tako i u zemljama
sa niskim standardom. Kao primer zemlje velike primene bicikala sa visokim standardom je
Holadnija, dok primer zemlje sa niskim standardom je Vijetnam. U Srbiji je bicikl navie
prisutan u Autonomnoj Pokrajni Vojvodini u daljem tekstu AP Vojvodina. U gradovima na
teritoriji AP Vojvodine (Novi Sad, Subotica, Sombor i dr.) postoje ureene biciklistike staze i
trake, dok na ostaloj teritoriji Srbije prisustvo biciklistikih staza i traka imamo u pojedinim
delovima Beograda, i u poslednje vreme Nia.
Za kretanje bicikla se moe rei da ne postoje ogranienja, odnosno bicikl ne zahteva
specifinu infrastrukturu komercijalni bicikl ne razvija veliku brzinu pa se moe voziti po
saobraajnicama razliitih podloga. Zapravo, bicikl po [2], ako ne postoji biciklistika staza ili
biciklistika traka, se sme voziti po kolovozu u pojasu od 1 metra u odnosu na desnu ivicu
saobraajnice u smeru kretanja.
Biciklistika staza je put namenjen iskljuivo za kretanje bicikala, biciklistika traka je
saobraajna traka namenjena za saobraaj bicikala, mopeda i lakih tricikla [2].
Usled globalne ekonomske krize koja dovodi do skoro konstantnog poveanja cena
osnovnih ivotnih namirnica, naftnih derivata i sl. svako putovanje putnikim automobilom,
pa ak i javnim prevozom predstavlja dodatno optereenje za budet graana.
Ako se izvri meusobna, odnosno uporedna analiza cene automobila, bicikla i cene
mesene karte za javni prevoz dolazimo do zanimljivih podataka:
Cena automobila je daleko vea od cene bicikla i moe se rei da je besmisleno
uporeivati cene ovih prevoznih sredstava. Kada se na cenu automobila doda cena
registracije, cena odravanja automobila (zamena pnaumatika, ulja, pojedinih agregata,
pranje, tekue opravke), cenu parkinga, cena energije i sl. dolazi se do znaajne sume koja je
nerealna za uporeivanje sa cenom bicikla. Cena bicikla, kao i trokovi njegovog odravanja su
u znatnoj meri nii nego cena i trokovi odravanja putnikog automobila. Uostalom, kod
bicikla ne postoje trokovi registracije, za energiju (gorivo), za parking itd.
Jedan novi komercijalni bicikl je mogue kupiti za svega 100 evra, to predstavlja skoro
pet mesenih karata za zaposlene u zoni gradskog prevoza 1 i 2 u Niu. Cena bicikla je u
odnosu na automobil jako povoljnija pre svega zbog specifine konstrukcije, odnosno
jednostavne izrade. Takoe, bitno je napomenuti da je dostupnost bicikala u Svetu mnogo
vea nego dostupnost putnikih automobila, prvenstveno zbog jednostavne izrade i niske
cene, a i zato to ne zahteva posebnu infrastrukturu.
U predhodnom tekstu je ve napomenuto da je odravanje bicikla jednostavnije i
jeftinije nego odravanje putnikog automobila Pod odravanjem putnikog automobila se
prvenstveno misli na dnevnu negu vozila, tekue opravke i servis vozila uz trokove strunog
141

lica - automehaniara. Kada se na trokove neophodne za odravanje doda cena goriva,

registracije, pneumatika, tenosti za vetrobran i sl. ona progresivno raste. Ako se i na to jo
doda injenica da cene odravanja putnikog automobila se proporcionalno poveava sa
godinama starosti automobila cena dostie velike brojeve.
Odravanje bicikla je nasuprot mnogo jednostavnije. Bicikl se moe odravati bez
posredovanja strunog lica za odravanje - automehaniara i prvenstveno se svodi na ienje
i podmazivanje zupanika i lanaca eventualna zamena, kao i na podmazivanje menjaa,
ruica za konice i sl. Na sve to mora se dodati kupovina i odravanje prednjih i zadnjih
svetala, kupovina reflektujue plastike (maije oi), i eventualno zatitne kacige i
retroreflektujueg prsluka. Dnevna i periodina nega bicikla je jednostavija i mnogo jeftinija u
odnosu na putniki automobil.
Pored svih turo navedenih benefita bicikala, najvaniji atributi ovog prevoznog
sredstva je ekoloko i zdravo prevozno sredstvo. Vonja biciklom predstvalja rekreaciju i
relaksaciju bicikliste i izuzetno se povoljno odraava na zdravlje ljudi vie o tome u poglavlju
6. Bicikl bi bio idealno prevozno sredstvo za svrhu putovanja odlazak i povratak sa posla.
Dananji poslovi su prosto nezamislivi bez kancelarija i raunara, pa bi zaposlenima u odlasku
i dolasku sa posla vonja bicikla predsavljala sastavni deo obavezne dnevne rekreacije. Pored
povoljnosti koje prua u smeru ovekovog zdravlja, vonja bicikla predstavlja i ekoloko
reenje. Sve zemlje Sveta imaju problema sa poveanim obimom saobraaja, saobraajnim
zakrenjima, izduvnim gasovima, buke i zagaenjem ivotne sredine. Favorizovanje
biciklistikog prevoza bi u mnogome delovalo u smanjenju zagaenja ivotne sredine,
smanjenju buke i saobraajnih zakrenja.
Bicikl predstavlja karakteristino prevozno sredstvo. Prvenstveno po svojoj
konstrukciji i slinosti, biciklista, kao uenik u saobraaju, takoe spada u karakteristine
uesnike u saobraaju. Pored peaka, motociklista, biciklisti spadaju u tzv. ranjivu kategoriju.
Biciklisti su ranjivi iz osnovnog razloga to ih od spoljnih uticaja ne titi ni karoserija, ni
vetrobransko staklo, ve jedino odea koju nose.
Takoe je naophodno napomenuti da vonja bicikla predstavlja uivanje kada su
povoljni vremenski uslovi. Kada su vremenski uslovi nepovoljni kia, sneg, led, grad, bicikl
moe da se vozi, ali se blagodeti vonje ne mogu osetiti kao po danima kada su vremesnki
uslovi povoljni.
Na kraju ovog dela moe se jo jednom ponoviti prednosti bicikla:
1. Mala cena,
2. Velika dostupnost bicikla,
3. Nezahtevanje posebne infrastrukture,
4. Jeftino i jednostavno odravanje,
5. Ekoloko prevozno sredstvo,
6. Zdravo prevozno sredstvo,
Kao mane bicikala se moe navesti:
1. Ranjiva kategorija,
2. Nemogunost prijatne vonje po loim vremenskim uslovima.
Interesantno je napomenuti da je bicikl kao prevozno sredstvo evoluirao kroz vreme.
Prvi bicikli su bili takve konstrukcije da im je prednji toak bilo dosta veeg obima nego
poslednji. Zatim, nekadanje eline konstrukcije danas su zamenjene novim, aluminijusmkim
materijalima koji omoguavaju da bicikl ima manju teinu i samim tim lake postie veliku
142

brzinu. Nekadanja kruta osovina je sada zamenjena aktivnim veanjem pri emu se postie
da se neravnine, odnosno udarne rupe biciklista to ugodnije prevazilazi. Od nekadanje jedne
brzine, danas imamo bicikle koje imaju od 15 do 27 brzina. Kada su u pitanju konice, od
nekadanjih pedalnih konica (tzv. kontra) sada su na biciklima prisutni savremeniji i
bezbedniji naini konica (hirauline, disk konice itd.). Kod savremenijih bicikla prisutna su
nova, anatomski oblikovana sedita, eventualno sa dodatnim jastuiima kao i anti-ok sic koji
umanjuje neprijatnosti takom vonje. Kako bi bicikl postigao to vee ubrzanje, samim tim i
veu brzinu uz to manji napor bicikliste, na novim biciklima imamo tanje gume koje
prijanjaju na podlogu sa manjom povrinom nego iroke gume, pa se na taj nain smanjuje
trenje i otpori izmeu podloge i gume.

Slika 1: Evolucija bicikla [3]

Sastavni delovi savremenog bicikla su [4]:
1. Ram postoje posebni ramovi za drumski bicikl, za brdski bicikl itd.),
2. Pogonski deo srednji pogon i osovina srednjeg pogona, lanac, zadnji lananici,
pedale),
3. Menja brzina prednji, zadnji, ruica menjaa,
4. Konice runa konica,
5. Amortizeri prednji i zadnji,
6. Tokovi obru, odnodno banda, glava, spoljanja guma, unutranja guma,
7. Sedite,
8. Upravlja oljica upravljaa, lula, ruica upravljaa,
9. Sajle.
3. OPREMA ZA BICIKL
Prema Zakonu o bezbednosti saobraaja Republike Srbije [2] i Pravilniku o podeli
motornih i prikljunih vozila i tehnikim uslovima za vozila u saobraaju na putevima
Republike Srbije [5] obavezna oprema bicikliste je sledea:
1. Bicikl mora da ima jedno svetlo bele boje na prednjoj strani i jedno svetlo crvene boje na
zadnjoj strani neophodno kako bi biciklista bio na adekvatan nain uoen u nonim
uslovima ili u periodima loih vremenskih prilika na putu. Jedno od najbitnijih uslova
koje bicikl, odnosno biciklista mora da ispuni je da bude uoen u saobraaju. Inae,
prednje svetlo bele boje na biciklu mora da osvetljava deonicu od 10 50 metara,
2. Noenje zatitne kacige nije obavezno, ali se preporuuje tanije, noenjem zatitne
kacije biciklista se titi od povreda prilikom eventualne saobraajne nezgode ili pada.
Noenje zatitne kacige se naroito preporuuje kod sportskih vonji, gde su brzine
vee u odnosu na rekeracijsku vonju. U ovom segmentu se moe dodati i poeljno
noenje specijalnih naoara za bicikliste, kako bi se na adekvatan nain zatitile oi od
Sunevih zraka i kako bi se onemoguilo insektima da ometaju biciklistu u vonji.
3. Zvono na biciklu mora da emituje zvuk ne manji od 70 db odnosno, pored konstatacije
da je najbitniji uslov za bicikliste da budu vidljivi u saobraaju moe se dodati da je
143

4.

5.

6.

7.
8.

pored vidljivosti bicikliste vrlo bitno da pored toga to mora biti vidljiv, mora da bude i
ujan u saobraaju. Emitovanjem zvunog signala biciklista moe opomenuti
uesnike o saobraaju o svom nailasku ili nemogunosti da se na adekvatan nain i u
pravo vreme zaustavi. Zvono najee slui za opominjanje peaka, drugih bicilista, dok
su biciklisti slabije ujni za vozae putnikog automobila prvenstveno zbog buke koju
proizvode motori sa unutranjim sagorevanjem kod putnikih automobila.
Svaki toak na biciklu mora imati propisanu konicu vrlo je bitno zaustaviti se na
pravom mestu u pravo vreme. Neophodno je da bicikl poseduje ispravne obe konice.
Usled neispravnosti jedne konice moe se ozbiljno ugroziti stabilnost bicikla prilikom
koenja i poveanja zaustavnog puta bicikla. Usled otkaza jedne konice, tj. koenjem
samo prednjom konicom moe da doe do prevrtanja bicikla oko prednjeg toka,
odnosno, ako doe do otkazivanja zadnje konice moe doi do zanoenja bicikla.
Na bonim stranama tokova neophodne su reflektujua tela bele ili ute boje ovaj
uslov proistie od uslova da biciklista mora da bude vidljiv na putu sa svih strana u
nonim uslovima ili u uslovima slabije vidljivosti. Reflektujua tela na tokovima su
jako bitna za vidljivost bicikliste kada mu se pribliava neki uenik u saobraaju sa
bone strane. Ako prednje i zadnje svetlo predstavljaju eonu, onda reflektujua tela na
tokovima omoguavaju bonu vidljivost biciklista
Adekvatna odea i obua Odea treba da bude izraena od trpnih i lakih materijala, a
obua, odnosno cipele treba da budu u zavisnosti od vrste bicikla. Neophodno je imati
adekvatnu odeu jer ona prua dodatnu sigurnost i udobnost. Obino je tesna poput
baletanskih trikoa, jer na taj nain obezbeuje manji otpor vazduha i suvu kou (znoj
preko odee isparava na spoljanjem delu odee). Obavezno je nagalasiti da se prilikom
vonje bicikla moraju vezati perte kako se ne bi zamotale u lanac.
Alat Biciklista treba da bude opremljen sitnim alatom da u sluaju bilo kakvog sitnog
defekta ima sa im da deluje,
Ostala oprema Prvanstveno se misli na pratee delove: U brazdu za zatitu od krae,
pumpu za gume, flaa za vodu, mera brzine, noica, korpa, dinamo i sl.

4. SIGANALIZACIJA ZA BICIKLISTE
Poznato je da se signalizacija deli na:
1. Horizontalnu signalizaciju,
2. Vertikalnu signalizaciju
3. Svetlosnu signalizaciju.
1. HORIZONTALNA SIGNALIZACIJA predstvalja skup posebno oblikovanih
geometrijskih elemenetata i natpisa, ijim se kombinovanjem formiraju oznake na
saobraajnoj povrini [6]. Kada biciklisti uestvuju u tzv. meanom saobraaju oni koriste
horizontalnu signalizaciju motornog saobraaja. Kada postoje biciklistike trake i biciklistike
staze onda postoji i posebna horizintalna signalizacija za bicikliste. Karakteristika
horizontalne signalizacije za bicikliste je u tome to se bele oznake, natpisi i simboli nalaze na
crvenoj teksturi podloge. Vano je napomenuti da se crvena tekstura u Srbiji primenjuje samo
u Beogradu na stazama novijeg datuma, dok se u gradovima u AP Vojvodini i Niu primenjuje
standardna boja teksture kao i za ostali motorni saobraaj.
Na slici 2 se moe primetiti da postoje razliite vrste biciklistikih staza. Na slici 2 sa
leve strane prikazana je biciklistika staza koja se nalazi izmeu trotoara i kolovoza. Na slici 2
u sredini prikazana je biciklistika staza koja se nalazi izmeu trotoara i parking mesta. Ovo
parkiranje je ulino parkiranja i u veini sluajeva je pod 0 stepeni. Na slici 2 sa desne strane
se nalazi prikaz dvosmerne biciklistike staze kao samostano reenje, odnosno ova vrsta
144

biciklistike staze je najbezbednija i najprijatnija za vonju bicikla. Od horizontalne

signalizacije se pored razdelne isprekidane linije bele boje koriste i oznake date u tabeli 1.

Slika 2: Vrste dvosmernih staza

Slika 3. Jednosmerna biciklistika staza
Kada je re o znakovima u horizontalnoj ravni kod biciklistikog saobraaja imamo
prisutne sledee oznake:

Biciklistika
staza Ovaj znak
se postavlja na
poetku
biciklistike staze i
predstavlja
slobodno kretanje
bicikliste du staze.

Sii sa bicikla
Ovaj znak se
postavlja na
mestima
promene reima
kretanja
biciklista.

Vozi snak se
postavlja na
poetku dela
staze sa
slobodnim
kretanjem.

Pazi Znak se
postavlja na
mestu promene
reima kretanja
biciklista

Strelica u
kolovozu
Pravo.
Visine je
1,60
metara,
irine 0,60
metara.

Tabela 1: Znakovi u horizintalknoj ravni za bicikliste

VERTIKALNA SIGNALIZACIJA je skup posebno kodiranih oznaka koje stoje u
vertikalnoj ravni u odnosu na saobraajne povrine. Tako je formiran skup oznaka
prezentiran pomou saobraajnih znakova [7]. Tanije, u ovom poglavlju e biti baena
posebna panja na sistem saobraajnih znakova koji slue za kretanje biciklista. Neophodno je
napomenuti da se saobraajni znaci za bicikliste razlikuju od saobraajnih znakova
namenjenih za druge uenike u saobraaju.
Sistem vertikalne signalizacije je podeljen na dve grupe [8]:
1. Znakovi za bicikliste na gradskoj ulinoj mrei (znakovi koji se koriste u naselju),
2. Znakovi za bicikliste van naselja.
Grafiki sadraj znakova je isti i za ulinu mreu i za van ulinu mreu samo se razlikuje boja
podloge znaka.

Slika 4: Poetak i kraj biciklistike staze u i van neseljenog mesta

Na slici broj 4 sa leve strane predstavljen je saobraajni znak za bicikliste Biciklistika
staza u naseljenom mestu, odnosno u gradu, dok isti takav znak samo sa zelenom podlogom
predstavlja poetak biciklistike staze van naseljenog mesta. Analogno ovim znakovima,
145

takoe na slici 4 prikazani su i saobraajni znaci Kraj biciklistike staze u naseljenom mestu
(bela podloga, i precrtana bicikla) i van naseljenog mesta (zelena podloga).
U kombinaciji sa znakovima prikazanih na slici broj 4, mogu doi i dodatne table.
Dodatne table takoe mogu da budu sa zelenom pozadinom ako su u van naseljenog mesta,
odnosno sa belom pozadinom ako su namenjene za naseljena mesta.

A
B
C
D
E
F
G
H
I
J

Slika 5: Dodatne table za bicikliste

Staza je zatvorena
Nailazak na raskrsnicu gde nemamo
biciklistiku stazu
Nailazak na raskrsnicu gde postoje
posebne biciklistike staze
Staza namenjena za dvosmerno
kretanje
Staza namenjena za jednosmerno
kretanje
Staza ima kontakt sa peacima sa
desne strane
Nailazak na raskrsnicu gde postoje
posebne biciklistike staze
Staza zajednika za bicikliste i peake
postoji opasnost od naletanja
peaka

U naoj zemlji se primenjuju sledei saobraajni znaci za bicikliste

Slika 6: Vertikalna signalizacija za bicikliste

SVETLOSNA SIGNALIZACIJA prvenstveno podrazumeva regulisanje saobraaja
pomou svetlosnih signala. Biciklisti, ako ne postoji posebna biciklistika signalizacija, koriste
svetlosnu signalizaciju namenjenu motornom saobraaju. Posebna biciklistika signalizacija
se javlja tamo gde je biciklistikom saobraaju dat izuzetno veliki znaaj, odnosno, tamo gde
postoje biciklistike trake, odnosno biciklistike staze.
Svetlosna signalizacija za bicikliste su zapravo semafori koji mogu
biti trobojni ili dvobojni prikazani su na slici 7. Kod trobojnih
semafora za bicikliste semafor se sastoji od tri polja na kojima se
nalazi simbol bicikla u crvenoj, utoj i zelenoj boji (gledano odozgo
na dole). Kod dvobojnih semafora za bicikliste imamo dva polja gde
se na gornjem polju nalazi simbol bicikla u crvenoj boji, a na
donjem polju simbol bicikla zelena boje.
Slika 7: Trobojni I
dvobojni semafor za
bicikliste
146

5. BEZBEDNOST BICIKLISTA
Bezbednost saobraaja je nauna disciplina koja se bavi izuavanjem tetih polsedica u
saobraaju i merama za njihovo otklanjanje. tetne posledice u saobraaju su saobraajne
nezgode [9].
U Srbiji se od 1980-2010. godine dogodilo 1.271.549 saobraajnih nezgoda u kojima je
povreeno 562.691 lica, a poginulo 38.724 [10]. Ilustracije radi, za 30 godina u Srbiji je u
saobraajnim nezgodama pogino ceo jedan grad veliine Jagodine ili Poarevca, a stradala
skoro treina grada Beograda. Samo u periodu od 2001.-2010. godine u 608.852 saobraajnih
nezgoda povreeno je 188.767 lica, a poginulo 9.015 lica [10]. Zbog zabrinjavajueg broja
saobraajnih nezgoda i broja povreenih i poginulih bezbednost saobraaja je nauna
disciplina kojoj se poklanja dosta velika panja u poslednje vreme.
Nezgode u
kojima su
uestvovali
biciklisti
Dan

Uku
pno

Nezgode koje
su izazvali
vozai bicikla

Posledice
Svega
nastra
dalo

Pogin
ulo

Povre
eno

Dan
Poned
eljak
Utorak
Sreda
etvrt
ak
Petak
Subota
Nedelj
a
UKUP
NO

Poned
304
281
10
271
eljak
Utorak 303
295
9
286
Sreda
267
245
8
237
etvrt
301
277
14
263
ak
Petak
342
322
11
311
Subota 280
267
9
258
Nedelj
194
199
4
195
a
UKUP 199
1886
65
1821
NO
1
Tabela 2: Nezgode u kojma su uestvovali
biciklisti i posledice [10]

Slika 8: Nezgode biciklista i posledice

Posledice

Uku
pno

Svega
nastra
dalo

Pogin
ulo

Povre
eno

147

137

134

150
132

146
119

4
3

142
116

152

147

139

183
151

176
145

6
3

170
142

115

119

118

103
0

989

28

961

Tabela 3 Nezgode koje su izazvali vozai

bicikla i posledice

Slika 9: Nezgode sa biciklistima i posledice

Prema tabeli 2 u 2010. godini dogodilo se 1991. saobraajna nezgoda u kojima su uestvovali
biciklisti. Najvei broj saobraajnih nezgoda sa biciklistima 342 nezgode (17,18%) se
dogodilo petkom, a najmanje 194 nezgoda (9,74%) nedeljom. U 2010. godini u
saobraajnim nezgodama je poginulo 65, a povreeno 1821 biciklista. Najvei broj poginulih
147

njih 14 (21.54%) ginulo je etvrtkom, a najmanje 4 lica (6,15%) nedeljom. Na slici 8 je,
analogno tabeli 2, grafiki prikazan ukupan broj saobraajnih nezgoda, broj nastradalih, broj
povreenih i poginulih lica u 2010. godini.
Iz tabele 3 se moe primetiti da je od 1991. saobraajne nezgode 1030. saobraajnih nezgoda
(51.73%) izazvano od strane biciklista. U saobraajnim nezgodama koje su izazvali vozai
bicikala, poginulo je 28 lica (43,07% od ukupnog broja poginulih).
Na slici 10 je prema [11] prikazan saobraajni rizik stradanja biciklista u saobraajnim
nezgodama po optinama od 2008-2010. godine.

Slika 10: Saobraajni rizik stradanja

biciklista po optinama od 2008-2010.
godine [11]

Sa slike 10 se primeuje da je najvei

saobraajni rizik stradanja biciklista u optinama:
Kikinda, Kula, Novi Beej, Baka Palanka, Plandite,
Alibunar, Bogai, Vladimirovci, Kovin, Smederevska
Palanka, Lapovo, Svilajnac, Doljevac i Bojnik.
Najvei saobraajni rizik stradanja biciklista
u saobraajnim nezgodama sa tendencijom
smanjenja je primeen u optinama: Sombor,
Apatin, Odaci, Beej, Nova Crnja, itite, abalj,
Baki Petrovac, id, Seanj, Kovaica, Opovo, Bela
Crkva, Stara Pazova, abac, Velika Plana, Poega,
Raanj, Kurumlija i Leskovac.
Prema statistikim podacima na svakim
5000 kilometara biciklista padne sa bicikla.
Takoe, povrede glave su u 75% sluajeva uzrok
smrti kod biciklista, a kaciga uspeno titi u 85%
teih povreda.

6. VANOST BICIKLA
Korienje bicikla ima potencijala da preuzma vaan i veliki udeo u javnom prevozu.
Prilikom projektovanja politike o biciklistima mora se posebno povesti rauna o ranjivim
biciklistima. Kada se spominje ranjivi biciklisti, tanije ranjivi ranjive kategorije uesnika u
saobraaju prevashodno se misli na ona lica koji su najugroeniji biciklisti ene, deca i
starija lica. Ove kategorije biciklista zahtevaju posebnu panju u vezi sa zatitom od ostalih
uenika u saobraaju.
Takoe, poznato je da je biciklistiki saobraaj zelen. Tanije, biciklistiki saobraaj
ne zagauje ivotnu sredinu kao to to ini motorni saobraaj. Pored toga, bicikl kao prevozno
sredstvo zauzima mnogo manji prostor i na saobraajnoj povrini i za parkiranje, pri emu se
tedi prostor za kretanje i parkiranje. Bicikl ne proizvodi nikakvu buku prilikom kretanja za
razliku od bilo kog drugog vida prevoza, a i najvanije je to da je nejjeftini skoro svima je
dostupan bez obzira na materijalni poloaj ljudi. Pored svih benefita, bicikl prua uivanje u
vonji.
Kako bi se celokupni biciklistiki saobraaj favorizovao, odnosno podigao na neki vei
nivo, neophodno je izgraditi, odnosno poboljati infrastrukturu za bicikliste. Na ovaj nain se
ne unapreuje samo biciklistiki saobraaj, ve se posebna panja poklanja zdravom ivotu
stanovnika. Biciklizam je jako vaan za rekreaciju, smanjenje gojaznosti, dijabetisa,
148

kardiovaskularnih smetnji itd. Generalo, favorizacijom biciklistikog saobraaja, favorizujemo

i zdrav nain ivota.
U 2009. godini u Americi 50% vonji bicikla je bilo sa sledeim svrhama: odlazak na
posao, odlazak u kolu, odlazak u kupovinu, poseta prijatelja, pristup javnom prevozu itd.
Utilitaristiki biciklizam je u 2009. godini porastao sa 43% na 51% [12].
Pored bazinog
uslova favorizacije biciklistikog saobraaja kvalitetna
infrastruktura, u daljem podizanju na vii nivo mnogo mogu pomoi kampanje. Kampanje
mogu uticati na to da vie ljudi shhvati da su umerene fizike aktivnosti, u ovom sluaju
biciklizam, vane po zdravlje ljudi. Naravno, bazini uslov je na lokalnoj samoupravi koja
stavar uslove za dalji napredak biciklistikog saobraaja.
U aprilu 2012. godine, u Londonu, Rimu i Edimburgu se odrao masovni protest
biciklista. Samo u Londonu, vie od 10.000 biciklista su zahtevali veu bezbednost na
putevima. U najmasovnijem skupu biciklista, kojim su zakrili ulice u znak protesta zbog toga
to je na putevima u Engleskoj od poetka 2012. godine do aprila 2012. godine poginulo 26
biciklista. Akcija je protekla pod sloganom Cities Fit for Cycling. U Rimu je npr. pod parolom
Veni, vidi, Bici simbolinim silaskom sa bicikla i leanjem na ulici skrenuta panja na
poginule peake i bicikliste u saobraaju. Takoe, na istom skupu skrenuta je panja na da se
upotrebom bicikla smanjuje zagaenje ivotne sredine izduvnim gasovima iz motora. U
poslednjih 10 godina u Italiji je poginulo oko 2500 biciklista najvie u Rimu i Milanu. Kao
zemlja sa najbolje organizovanim i najbezbednijim biciklistikim saobraajem je Holandija, pa
je veliki broj biciklista svrstava u zemlju za primer [13].
7. BICIKLISTIKI SAOBRAAJ U NIU
Ni kao grad od oko 250.000 stanovnika se nalazi na jugoistoku Srbije, 250 km juno
od Beograda.
Kao jedan od osnovnih uslova za projektovanje biciklistikih traka i favorizovanje
biciklistikog saobraaja je da teritorija na kojoj se projektuje sistem bicklistikih traka ne
treba da sadri velike uspone.
Za Ni koji se prostire u kotlini na povrini od 597 km2 i nadmorskoj visini oko 200 m
se moe rei da je preteno ravniarskog tipa. Izuzev junih delova grada, ostali delovi grada
se proteu u predelima gde ne postoje ili postoje zanemarivi usponi. Odnosno na veoj
teritoriji grada postoji ispunjenje uslova za projektovanje biciklistikih staza.
Drugi od bitnih uslova za projektovanje biciklistikih staza je tip grada, odnostno tip
saobraajne mree u grada.
Poznato je da su gradovi u Srbiji u kojima je
razvijen
biciklistiki
saobraaj
preteno
ortogonalnog tipa i da su prisutne ulice dovoljne
irine pogodne za projektovanje biciklistikih
staza. Ni je karakteristian zbog svog
monocentrino longitudinalnog naina
prostiranja. ak i pored svoje specifinog tipa, u
Niu su prisutni potezi izuzetno povoljni za
projetovanje biciklistikih staza pogotovu pored
velikih bulevara izgraenih u poslednjih
nekoliko godina.
Sa slike 11 se primeuje da biciklistike
Slika 11: Biciklistike staze po deonicama u
staze
nisu meusobno povezane u jednu
Niu
neprekidnu celinu, odnosno da su biciklistike
staze sa znatnim prekidima. Tako se i izdvajaja
nekoliko deonica bicklistikih staza.
149

Slika 12:
Deonica A

Slika 13: Potez

izmeu deonice
AiB

Slika 14:
Semafor
izmeu deonice
AiB

Slika 15:
Deonica B

Slika 16: Potez

izmeu deonice
BiC

Slika 17:
Deonica C

Slika 18:
Deonica D

Slika 19:
Deonica D

Slika 20:
Deonica E

Slika 21: Fizike

prepreke na
deonici E

Deonice A, B i C se nalaze na Bulevaru Nemanjia i one su sagraene jo pre skoro 25

godina prilikom planske izgradnje tog dela grada. Zapravo, prema projektu iz perioda
izgradnje celokupnog dela grada, predviene su biciklistike staze du celog Bulevara
Nemanjia (dodue tadanjeg Bulevara Lenjina) sa celokupnom horizontalnom, vertikalnom i
svetlosnom signalizacijom. ak iako su predviene projektom, bicklistike staze na Bulevaru
Nemanjia (deonica A, B i C) skoro nikada nisu sluile svojoj svrsi (slika 13). U maju 2012.
godine su samo deonice A, B i C obeleene horizontalnom i vertiklanom signalizacijom. Na
ovaj nain je pokuano da se delovima celokupne biciklistike staze du Bulevara Nemanjia,
sagraene jo skoro pre 25 godina, vrate svojoj nameni. Semafor za bicikliste (slika 14)
postavljen jo pre 25 godina potvruje da se na aktuelnom koridoru planirao privilegovan
tretman biciklistima.
Deonice D i E se nalaze na novosagraenom Bulevaru Medijana. Bulevar je kompletno
zavren u martu 2012. godine kada je i iscrtana biciklistika staza. Veliki nedostatak na
Bulevaru Medijana je to to je prisutan prekid biciklistike staze (potez izmeu deonice D i E)
kao i veliki broj fizukih prepreka (saobraajni znaci, stajaline oznake i sl.) slika 21. Na
prekidu biciklistike staze se nalazi trotoar kao i parkiralite maloprodajnog objekta. Pored
pomenutog primeeno je da neki biciklisti ne koriste biciklistiku stazu ve saobraajnu traku
namenjenu motornom saobraaju slika 19.
Deonica F je u sklopu Bulevara Somborska koji je takoe novijeg datuma, bulevar je
izgraen u aprilu 2012. godine kada su i projektovane biciklistike staze. Na ovoj deonici je
primeen veoma loe reenje silaznih rampi za bicikliste slika 23 i 25.
staze.

Deonica G je deonica ka Nikoj Banji i na ovoj deonici je u toku izgradnja biciklistike

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Slika 22:
Deonica F

Slika 23: Deonica F

Slika 24: Deonica F

Slika 25: Nereene

rampe deonica F

8. ZAKLUAK
U jeku ekonomske krize, globalnog zagrevanja, sve prisutnijeg zagaenja vazduha,
voda i zemljita bicikl kao zeleno prevozno sredstvo sve vie dobija na znaaju. Shodno
tome, bicikl se svuda u Svetu smatra privilegovanim prevoznim sredstvom, odnosno sredstvo
kome je neophodno pruiti veu vanost, odnosno znaaj na mrei. Bicikl je 100% ekoloko
prevozno sredstvo koje ne zagauje ivotnu sredinu, njegovo korienje vonja, utie
povoljno i na zdravlje icklista. po preporukama doktora medicine vonja bicikala, svega 30
minuta u toku dana povoljno utie na kardio-vaskularni sistem, na smanjenje telesne mase,
smanjenje i otklanjanje stresa, napetosti, ublaavanje simptoma depresije i sl. (bolesti
savremeneog doba povieni krvni pritisak, stres i gojaznost). Pored ekolokih i
zdravstvenih benefita, bicikl donosi i utede materijalnog tipa. Prvenstveno cena jednog
polovnog automobila prosenih performansi je i do 20 puta puta vea od cene jednog novog,
savremenog bicikla. Odravanje bicikla ne zahteva trokove registracije, energije (goriva),
maziva, usluge automehaniara, parkiranja i sl. Takoe korienje bicikla ne zahteva kupovinu
karata za prevoz (bicikl u odnosu na sistem JGPP), tedi se na vremenu ekanja transportne
jednice na stanicama, ne postoji neprijatnost putnika u vrnim peridima kada je u vozilima
ugroen komfor itd. Trokovi za bicikliste se javljaju usled otkaza pojedinog agregata na
biciklu.
Bitno je istai da bicikl nije ugroen saobraajnim zakrenjima usled poveanja obima
saobraaja na mrei saobraajnica. Prema podacima sa terena ustanovljeno je da vreme
vonje na deonici od 4,4 km se razlikuje u zavisnosti od vida prevoza. Vonja na rastojanju od
4,4 km se putnikim automobilom obavi za 8 min; javnim prevozom za 13 min. (neophodno je
istai da u ovo vreme ne ulazi vreme ekanja na transportnu jednicu kao ni vreme peaenja
od izvora putovanja do stajalita, odnosno vreme od stajalita do cilja putovanja ); biciklom 16
min. Vrlo je vano je napomenuti da na deonici na kojoj je vreno snimanje ne postoje
biciklistike staze, odnosno trake, tako da je se bicikl prilikom snimanja kretao
saobraajnicama uz saobraajna zadravanja.
Unapreenjem biciklistikog saobraaja, davanjem veeg znaaja, projektovanjem
biciklistikih staza, odnosno traka poveavamo i bezbednost samih biciklista i moiviemo
ljude da koriste bicikl. Vonja bicikla po adekvatnoj infrastrukturi predstavlja pored
rekreacije i uivanje. Jedini nedostatak biciklistikog saobraaja je u zavisnoti od vremenskih
uslova, moe izazvati umor kod bicikliste i, posebno u naim uslovima velika nepopularnost
biciklsta u javnosti. Odnosno, korienje bicikla i javnog prevoza se u naim uslovima u
javnosti doivljava kao jedna od osobina karakteristika ljudi nie rase, odnosno ljudi
niskog socijalnog statusa. Tako da bicikl kao i javni prevoz su vrlo nepopularni u javnosti, pa
se ovde moe ovo ogranienje unapreenju biciklistikog saobraaja smatrati, odgranienje
psiholoke prirode. Tako da uz npr. velika finanskijska ulaganja neophodno je dodatni napor
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usmeriti na akcije, promocije i sl. kako bi se u javnosti promenila svest o biciklistikom

saobraaju. U Holandiji npr. ljudi elegantno odeveni koriste bicikl do svojih radnih mesta, dok
u naim uslovima je to prosto nezamislivo.
9. LITERATURA:
[1] Internet adresa: http://sh.wikipedia.org/wiki/Bicikl ,na dan 16.05.2012. god.
[2] Zakon o bezbednosti saobraaja Republike Srbije
[3] - Internet adresa fotografije:
http://upload.wikimedia.org/wikipedia/commons/thumb/a/a8/Bicycle_evolutionnumbers.svg/350px-Bicycle_evolution-numbers.svg.png na dan 30.05.2012. god.
[4] Internet adresa: http://sr.wikipedia.org/wiki/Prema_i_delovi_za_bicikle, na dan
30.05.2012. god.
[5] - Pravilnik o podeli motornih i prikljunih vozila i tehnikim uslovima za vozila u
saobraaju na putevima Republike Srbije
[6] Vukanovi S. Regulisanje i upravljanje saobraajnim tokovima pisana predavanja,
poglavlje 6, Saobraajni fakultet, Beograd, februar 2007. god.
[7] Vukanovi S. Regulisanje i upravljanje saobraajnim tokovima pisana predavanja,
poglavlje 7, Saobraajni fakultet, Beograd, februar 2007. god.
[8] Stani B., Vujin D., Radovanac M., Elementi saobraajnog projektovanja, Biciklistiki
saobraaj staza, signalizacija i oprema Katedra za saobraajno inenjerstvo, Saobraajni
fakultet, Beograd, maj 2006. god.
[9] Vukievi R., Regulisanje i bezbednost saobraaja udbenik za II, III i IV razred
saobraajne kole, Zavod za udbenike i nastavna sredstva Beograd, 1997. god.
[10] Ministarstvo unutranjih poslova Republike Srbije, Osnovni statistiki pokazatelji
stanja bezbednosti saobraaja na putevima u Republici Srbiji u 2010. god.
[11] Internet adresa: http://www.abs.gov.rs/istrazivanja.html, na dan 10.06.2012. god.
[12] Internet adresa: http://zdravlje.krstarica.com/l/fitnes/blagi-porast-fizickih-aktivnostiu-americi/
na dan 15.06.2012. god.
[13] - Internet adresa: http://www.novimagazin.rs/svet/masovni-protesti-biciklista, na dan
15.06.2012. god.

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POMORSKA KOLA, KOTOR, CRNA GORA

TRIVI MILO, PROF.
SPEC. SCI. MENADMENT U POMORSTVU

LOGISTIKI PODSISTEMI
ABSTRAKT
Logistika je djelatnost koja se bavi snadbijevanjem prostora i vremena uz najmanje trokove.
U savremenim uslovima se najee koristi za oznaavanje poslovne funkcije i naune
discipline koja se bavi koordinacijom svih kretanja materijala, proizvoda i robe u fizikom,
informacionom i organizacionom pogledu. Logistika obuhvata aktivnosti u vezi planiranja i
kontrole tokova materijala u odnosu na primjenu informatike i komunikacione tehnologije u
organizaciji javnog ili privatnog sektora. Uopteno govorei, njena misija je da obezbjedi
tokove materijala, odnosno koliine materijala na pravo mjesto u pravo vrijeme. Pravilan tok
materijala omoguen je pravilnom implementacijom logistikih podsistema. Na samom
poetku, od pravovremene nabavke i ekonomski povoljnih zaliha, potom distribucije i
postprodajne logistike, kao i transporta i skladitenja tereta, sve do povratne logistike
ekolokog sistema, mogue je ostvariti krajnji cilj logistike zadovoljenje potreba potroaa.
Kljune rijei : nabavka, distribucija, transport, zalihe, skladitenje, ekologija
1. LOGISTIKA NABAVKE
U proizvodnom preduzeu, nabavka predstavlja skup aktivnosti, mjere i zadatke koji se
obavljaju radi kupovanja (nabavke) materijala ze reprodukciju, maina, ureaja, pribora i
alata kako bi se nesmetano odvijao proces rada. U trgovakom preduzeu, nabavka
predstavlja poetnu fazu razmjene, odnosno kupovina proizvoda koji slue za dalju prodaju.
Nabavka obezbjeuje kontinuitet procesa reprodukcije i povezuje proizvodnju i trite. Da bi
nabavka bila rentabilna, mora se voditi rauna o optimalnim koliinama i zalihama, a
ekonominost se postie iznalaenjem jeftinijih dobavljaa i materijala i pokrivanjem trokova
nabavke rabatom.
Rad i uspjeh svakog preduzea zavisi od nabavke sirovina, materijala, roba, usluga, opreme i
slino od dobavljaa. Pri tome su bitni cijena, kvalitet, tanost i uslovi isporuke, nain plaanja,
servis, visok obrt ulaznih zaliha, transakcioni trokovi nabavke i slino.
Logistika nabavke podrazumijeva nekoiko osnovnih aktivnosti, i to :
planiranje
dostava
prijem
kontrola kvaliteta i kvantiteta
reklamacije
skladitenje i uvanje
davanje u proizvodnju
Odjeljenje nabavke ima svoje funkcije, koje su odreene kroz :
definisanje potreba i analizu trita
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obraun potrebnih finansijskih sredstava (koliko kota to to nam treba)

izbor dobavljaa na osnovu ponuda
zakljuenje ugovora i kontrola njihove realizacije (da se ispune uslovi iz ugovora)
mjere u sluaju naruavanja uslova isporuke (reklamacije), odnosno postavljanje nekih
sankcija
prijem poruenih resursa i provjera pravovremenog i kvalitetnog snadbijevanja
proizvodnje.

Opti ciljevi logistike u oblasti nabavke neke firme su sledei :

nabavka robe po povoljnoj cijeni
odravanje zaliha na optimalnom nivou
garantovanje dostave roba
nabavka robe najboljeg kvaliteta
dobra saradnja sa najpouzdanijim dobavljaima
smanjenje transakcionih trokova nabavke itd.
Nabavna cijena u mnogome utie na cijenu kotanja, tako da je potrebno razmatrati i niz
drugih faktora kao to su :
koji su uslovi plaanja
koja su veleprodajna snienja cijene
istraivanje mogunosti supstitucije sirovine, materijala i drugih djelova
izbor kompetentnog dobavljaa i slino
2. LOGISTIKA DISTRIBUCIJE I POSTPRODAJNA LOGISTIKA
Distribucija je koristan prenos dobara od mjesta proizvodnje do mjesta potronje uz
minimalne trokove i prihvatljive usluge kupcima. Logistika, osim distribucije, u sebi sadri
upravljanje materijalom, sirovinama, poluproizvodima i djelovima od izvora do proizvodnog
procesa i kroz njega, dok sama distribucija obuhvata tok gotovih proizvoda od zavretka
procesa proizvodnje do konane potronje, kao i kretanje materijala od izvora do samog
procesa proizvodnje.
Osnovne funkcije logistike distribucije su :
izgradnja distributivnih kanala (kako e se roba transportovati)
optimalna lokacija distributivnih centara (baza, skladita) povoljna lokacija
uspostavljanje standarda kvaliteta logistikog servisa
transport proizvoda (od proizvoaa do distributivnih centara ili potroaa)
skladitenje i smjetaj robe u zavisnosti od njenih karakteristika
uvanje i prerada tereta (po potrebi i VAL servis)
upravljanje zalihama (dranje zaliha na optimalnom nivou)
osiguranje od rizika (obavezno osiguranje robe u transportu domaem ili
meunarodnom)
Zavisno od tipa distributivnih kanala i vrste proizvoda formira se odgovarajua logistika
struktura, u kojoj mogu postojati mnogi logistiki posrednici: veleprodavci, maloprodavci,
dileri, agenti, serviseri, prodaja putem kataloga, provajderi logistikih usluga, osiguravajue
kompanije, pediteri, brokeri, cash and carry centri, otkupni centri, itd.

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Poseban znaaj za distribuciju ima logistika servisiranja proizvoda, jer potroa stalno
ocjenjuje njegov kvalitet, uporeujui ostvareni servis sa svojim oekivanjima. Najvaniji
pokazatelji kvaliteta servisiranja proizvoda su:
a) okruenje u kojem se sprovodi servis (opremljenost, udobnost, kadrovi, itd.)
b) pouzdanost (servisiranje na vrijeme sa originalnim djelovima)
c) odgovornost (elja da se pomogne kupcu, da se zadovolji kupac)
d) kompetentnost (sposbnost za obavljanje odreenog posla)
e) dostupnost servisa (da nije velika udaljenost)
f) povjerenje (koje se stie na osnovu kvaliteta proizvoda i usluga)
g) korektnost personala i komunikativnost
h) razumijevanje zahtjeva kupaca
i) informisanost
Tri su oblika servisiranja proizvoda, postoji servisiranje potroaa prije, za vrijeme i poslije
prodaje. Politika servisiranja prije prodaje podrazumijeva upoznavanje kupaca o politici
servisiranja, fleksibilnost i logistikog sistema i izgradnju upravljake kulture. Za vrijeme
prodaje se vodi rauna o nivou deficita proizvoda, informacijama o zalihama, ubrzanoj
otpremi tereta i tanosti otpreme. Poslije prodaje prodavac brine o montai i aktiviranju
proizvoda, ispunjavanju uslova garancije, eventualnoj doradi, redovnom snadbijevanju
rezervnim djelovima, razmatranju albi kupaca, vraanju neispravnih proizvoda i zamjeni sa
ispravnim, itd.
3. LOGISTIKA TRANSPORTA
Transport podrazumijeva savladavanje prostornih i vremenskih udaljenosti, odnosno
promjena koordinata predmeta transporta pomou tehnikih sredstava, a sam prevoz
predstavlja specijalizovanu djelatnost koja pomou saobraajne infrastrukture i
suprastrukture omoguava realizaciju saobraajne usluge. Prevozei robu, ljude i energiju sa
jednog mjesta na drugo, prevoz omoguava savladavanje prostorne i vremenske udaljenosti.
Logistika transporta je dominantan logistiki proces zbog toga to se usluge (planiranje
aktivnosti i vrijeme realizacije narudbi, snadbijevanje, proizvodnja i distribucije) esto
poruuju, zahtjevaju ljude i opremu, a trokovi su veoma znaajni i uoljivi. Ona predstavlja
kompleksan sistem organizacije i kontrole teretnih tokova koji podrazumijeva, pored ljudskih
resursa, korienje savremenih elektronskih, komunikacionih, transportnih i informacionih
tehnologija.
Transport je kljuna karika logistikog lanca, jer povezuje dobavljae, proizvoae,
distributere i kupce. Transport se definie kao kretanje dobara sa ciljem da se ona sa nekom
odreenom svrhom stave na raspolaganje na nekom drugom mjestu sa ciljem zadovoljenja
potreba potroaa. Poslednjih dvadesteak godina, a posebno sa talasom globalizacije, dolo je
do sutinskih promjena u privrednom ivotu. Uvedene su nove metode i tehnologije dopreme
roba, zasnovani na koncepciji intermodalnog transporta, odnosno doprema robe po sistemu
door to door (od vrata do vrata).
Transportne usluge sa aspekta logistike su prevozne i sve ostale usluge koje su povezane sa
njegovom pripremom i realizacijom, a odnose se na sledee aktivnosti :
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prevoz tereta i putnika osnovni cilj transporta

istovar, utovar i pretovar neophodnan za poetak i zvaretak procesa transporta
presijedanje putnika ukoliko nema direktne linije
unutar skladine operacije slaganje, sortiranje, punjenje, inspekcija, etiketiranje,
dorada ...
priprema prevoznih sredstava da su tehniki ispravna
davanje prevoznih sredstava pod zakup ako prevoznik nema sopstveno prevozno
sredstvo
dostava novih i remontovanih transportnih sredstava
ostale usluge

Transportne usluge predstavljaju djelatnost premjetanja tereta i putnika u prostoru i

vremenu, kao i prateih uslunih djelatnosti kao to su odgovarajue pakovanje u skladu sa
fizikim osobinama robe, markiranje, kodiranje, i specijalno oznaavanje, formiranje
jedininih tereta, paletizacija i kontejnerizacija, izbor optimalnog obilka prevoza i
transportnog sredstva, optimalno iskorienje transportnog sredstva putem pravilnog
utovara, korienje savremenih tehnologija i pristupa u pogledu organizacije razmjetaja i
obrauna tereta i zaliha na skladitima i terminalima, i primjena savremenih informacionih
tehnologija i kompjuterske podrke.
Sutina transportne logistike usluge je u stvaranju dodatne vrijednosti putem brzog,
efikasnog, pravovremenog i kvalitetnog prevoza tereta. Dodatna vrijednost proizvoda se
odnosi na poboljanje klijentovog i kupevog zapaanja vrijednosti proizvoda pomou
poveanja njegove ekonomske upotrebljivosti, koja moe biti vezana za upotrebljivost forme,
svojine, vremena i lokacije. Upravo zbog toga je viestruk znaaj integrisane logistike, jer ona
kao podsistem mikro-logistikog sistema nastoji da prebrodi navedene prostorne, vremenske
i svojinske probleme uz smanjivanje broja posrednika, a samim tim i smanjenje trokova.
4. LOGISTIKA ZALIHA
U proizvodnom preduzeu, zalihe su sirovine koje se skladite radi proizvodnje. U
maloprodaji, zalihe su proizvodi za prodaju koji se dre u skladitima ili su izloeni na
policama. Zalihe u lancu snabdevanja postoje zbog razlika u nabavci sirovina, poluproizvoda,
gotovih proizvoda i tranje za njima.
Upravljanje zalihama se u osnovi svodi na cost benefit analizu, tj. na analizu trokova i
koristi od dranja zalija. Zapravo, utvrivanje optimalne optimalne koliine zalihe zahteva
balansiranje izmeu trokova dranja zaliha i korisnosti koja se ostvaruje raspolaganjem tim
zalihama.
Kod logistike zaliha postoji poznata ekonomska protivurijenost izmeu zahtjeva za visokim
zalihama koje su poeljne za marketing (da se brzo udovolji zahtjevima kupaca) i proizvodnju
(da se obezbjedi neprekidna proizvodnja u dugom roku), sa jedne strane, i zahtjeva finansija
za to manjim zalihama (zbog angaovanja obrtnih sredstava i smanjenja trokova) sa druge
strane.
Evidentni su razlozi za i protiv dranja zaliha. Razlozi za dranje zaliha bili bi poboljanje
usluga korisnicima (nema ekanja) i smanjenje trokova (ekonomija obima u proizvodnji,
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rabati, sigurnost u sluaju poveanja cijena). Razlozi protiv dranja zaliha bili bi izvjesno
vezivanje kapitala firme i zadravanje a ne dodavanje vrijednosti.
U pogledu materijalnih tokova, osnovne logistike aktivnosti treba da budu usmjerene na
ostvarivanje niskih trokova, visokog nivoa opsluivanja, garantovanog kvaliteta i relativno
malog obima uloenog kapitala, to se mora sprovoditi u sledeim pravcima :
prognozama materijalnih potreba
definisanjem izvora isporuka i dobijanje materijala
praenjem ulaza materijala u proizvodni proces
monitoringom statusa materijala kao dijela obrtnih sredstava.
5. LOGISTIKA SKLADITENJA TERETA
Skladitenje robe je vrlo odgovoran zadatak, jer nepravilnim skladitenjem se roba moe
upropastiti. Za vrijeme uskladitenja moe doi do razliitih gubitaka. Uzroci gubitaka mogu
biti sama svojstva robe, uslovi uskladitenja, nesavjesno ili neispravno manipulisanje robom i
slino. Ako se roba pravilno uskladiti, uva se od nepovoljnih uticaja, gubitka i kvarenja.
Logistiki proces u skladitima je uvijek povezan sa funkcijama nabavke, prodaje i
marketinga, manipulativnim transportom, organizacijom prerade tereta i pakovanjem.
Skladitenje slui za premoavanje vremenske nepodudarnosti izmeu priliva i odliva tereta.
Skladite je veoma znaajan element, odnosno karika logistikog sistema, koji je logistikim
kanalima povezan sa ostalim elementima. U skladitima se obavlja nekoliko osnovnih
logistikih funkcija i to :
konsolidovanje (ukrupnjavanje) tereta , tj. spajanje proizvoda vie fabrika ili
dobavljaa koji su u namijenjeni pojedinim potroaima
sitnjenje tereta, tj. ralanjivanje tereta iz jedne fabrike na isporuke koje idu za vie
potroaa
distribucija odreenog proizvodnog asortimana, tj. razvrstavanje i raspodjela
proizvoda vie firmi i usmjeravanje prema vie potroaa
podrka proizvodnji, odnosno prijem robe od vie dobavljaa, kompletiranje i
usmjeravanje na proizvodne linije
kompletiranje otpremnih partija tereta iz vie fabrika u skladitima i/ili terminalima i
njihovo usmjeravanje na vie potroaa
Osnovne prednosti skladitenja su koordinacija i izjednaavanje ponude i tranje u procesu
nabavke i distribucije, smanjivanje logistikih trokova pri transportu, maksimalno
zadovoljenje potroake tranje, stvaranje uslova za aktivnu prodajnu strategiju, irenje
trinog prostranstva, neprekidno snadbijevanje proizvodnje i/ili potroaa, fleksibilna
politika snadbijevanja i slino.
Logistiki proces u skladitu obuhvata dvije vrste osnovnih logistikih operacija i to :
logistiku koordinaciju nabavke i prodaje (ponuda dobavljaa i tranja kupaca,
maksimalno iskoriavanje skladinih kapaciteta i minimizacija logistikih
trokova) i
logistike operacije vezane za tokove tereta, preradu tereta i odgovarajuu
dokumentaciju.
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6. EKOLOKA LOGISTIKA
Jo prije 30 godina, briga o okolini postala je glavni prioritet drutvenih aktivnosti. Tokom 60ih godina XX vijeka, briga o okolini u SAD je postojala, ali je bila u sjeni ratova. Dan planete
Zemlje poeo se obiljeavati da bi se ukazalo na problem okoline i podstakla svijest potroaa.
Posledice negativnog ponaanja potroaa prema okolini postale su takve da su Amerikanci
traili od svoje Vlade da obrate vie panje na probleme zatite okoline. Istraivanja pokazuju
da da 90% od 200 najveih firmi u SAD-u ima program koji se odnosi na ekoloka pitanja.
Jedna od glavnih taaka ekolokih programa je analiza ivotnog ciklusa proizvoda / usluge.
Analiza ivotnog ciklusa mjeri kakve ekonomske i ekoloke posledice ima proizvod tokom
njegove proizvodnje, upotrebe i uvanja. Ovo mjerenje poinje stvaranjem proizvoda od
sirovina i zavrava kada taj isti proizvod dospije do potroaa. Analiza ivotnog ciklusa
procjenjuje kakve posledice izaziva proizvod tokom cijelog ciklusa njegovog stvaranja,
ukljuujui i to kakve posledice taj proizvod ima na ekonomiju i okolinu prilikom njegovog
odstranjivanja u obliku otpada.
Ekoloka logistika na neki nain spada i u logistiku povratka. A kada govorimo o tome,
neophodno je spomenuti proces reciklae, odnosno ta reciklaa podrazumijeva.
Obino nekoliko lanova lanca opsluivanja uestvuju u sistemu recikliranja. Reciklano
opsluni lanac je proces koji ima etiri stepena i to :
prvi stepen sastoji se od sakupljanja otpadnog materijala iz reciklanih kontenera i
dostavljanja tog materijala strankama koje su odgovorne za njegovo recikliranje
drugi stepen obrada reciklanog materijala u sekundarne sirovine
trei stepen korienje sekundarnih sirovina pri izradi novih proizvoda
etvrti stepen povratak proizvoda na trite.
LITERATURA
1. Bloomberg D., LeMay S., Hanna J., Logistika, Zagreb 2006.
2. Dragovi B., Pomorske trehnologije transporta i logistika, Podgorica 2009.
3. Drakovi M., Integrisana marketing logistika u sistemu menadmenta Luke Bar, Kotor
2008.
4. Grdini M., Marketing u pomorstvu i pomorsko trite, Podgorica 2003.
5. Lojpur A., Kuljak M., Menadment, Podgorica 2005.
6. Roca B., Menadment trgovinskih preduzea, Subotica 2002.
7. Roca B., Marketing logistika, Baki Petrovac 2004.
8. Stanivukovi D., Logistika-organizacija i menadment, Novi Sad 2003.
9. amanovi J., Logistiki i distribucijski sustavi, Split 1999.
10. Tauzovi T. J., Sistemska teorija upravljanja, II dio : primjena u morskom brodarstvu i
lukama, Podgorica 2001.
11. Vukevi M., Organizacija pomorskih preduzea, Kotor 2006.
12. Vukevi M., Poslovna logistika u pomorstvu i transportu, Kotor 2008.
13. Zelenika R., Pupavac D., Menadment logistikih sustava, Rijeka 2008.

158

MONTENEGRO
MARITIME SCHOOL, KOTOR
TRIVI MILO, PROF.
SPEC. SCI. MARITIME MANAGEMENT

LOGISTICS SUBSYSTEM
ABSTRACT
Logistics is an activity that deals with space and time supplied with at least cost. In modern
conditions commonly used to refer to business functions and the scientific discipline that
deals with the coordination of movement of materials, products and goods in the physical,
information and organizational terms. Logistics includes activities related to planning and
control of material flow in relation to the application of information and communication
technologies, organized by public or private sector. Generally speaking, the mission is to
provide a flow of materials and quantities of materials to the right place at the right time. The
proper flow of materials is provided by the proper implementation of logistics systems. At the
outset, the timely procurement of supplies and economically favorable, then the distribution
and after-sales logistics, and transportation and storage, to reverse logistics - the ecological
system, it is possible to achieve the ultimate goal of logistics - the satisfaction of consumer
needs.
Keywords: supply, distribution, transportation, inventory, warehousing, ecology
1. PROCUREMENT LOGISTICS
In the production company, purchase represents a set of actions, measures and tasks that are
performed for purchasing (procurement) play materials, machinery, equipment, accessories
and tools in order to smooth the process of taking place. In trading company, the acquisition
represents the initial phase of the exchange or buying products that are for resale.
Supply ensures continuity of the reproduction process and the associated production and
market. To purchase a cost-effective, one must take into account the optimal quantities and
inventory, and cost-effectiveness is achieved by finding cheaper suppliers and materials, and
covering the cost of providing rebate.
The work and success of any enterprise depends on the procurement of raw materials, goods,
services, equipment suppliers and similar. In doing so, the bit rate, quality, accuracy and
delivery conditions, payment, service, high turnover of input supplies, transaction costs of
procurement etc. are imortant.
Logistics involves procurement of some more activities, namely:
planning
delivery
reception
control the quality and quantity
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 complaint
storing
providing the production
Procurement division has its own features, which are determined by:
definition of needs and market analysis
calculation of the required funds (how much does it cost to what we need)
choice of suppliers based on bids
conclusion of contracts and their implementation (to meet the requirements of the
contract)
measures in case of violation of the terms of delivery (complaints), or the sanction of
some
receiption and checking of resources and timely supply of quality production.
The overall objectives of logistics in procurement of a company are as follows:
purchase goods at a great price
maintain inventories at optimum levels
guarantee the delivery of goods
supply best quality goods
good cooperation with the most reliable suppliers
reduce transaction costs of procurement and so on.
The purchase price greatly influences the cost, so you need to consider a number of other
factors such as:
what are the terms of payment
that the wholesale price reduction
exploring possibilities of substitution of raw materials and other parts
selection of competent suppliers, etc.
2. LOGISTICS DISTRIBUTION AND LOGISTICS AFTERSALE
Distribution is a useful transfer of goods from point of manufacture to the place of
consumption at minimum cost and reasonable customer service. Logistics, but the
distribution, contains material management, raw materials, intermediate products and parts
from the source to the manufacturing process and through it, until it includes the distribution
of the flow of finished goods from the end of the process of production to final consumption,
as well as movement of materials from the source to the production process .
The basic functions of the logistics of distribution are:
building distribution channels (as the goods will be transported)
the optimal location of distribution centers (database, storage) - good location
establish quality standards for logistics services
transport products (from manufacturers to distribution centers or customer)
warehousing and storage of goods, depending on its characteristics
storage and processing load (if needed VAL service)
inventory management (keeping inventories at optimum levels)
risk insurance (mandatory insurance of goods in transit - domestic or international)
Depending on the type of distribution channels and types of products, it is formed in the
corresponding logistic structure, in which there may be many logistical intermediaries:
wholesalers, retailers, dealers, agents, service providers, through catalog sales, logistics
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service providers, insurance companies, shippers, brokers, "cash and carry" centers,
redemption centers, etc.
Of special significance for the distribution has a logistics service products because consumers
constantly evaluates its quality, achieved by comparing the service with their
expectations. The most important indicators of quality of service products are:
a) the environment in which to implement service (equipment, comfort, staff, etc.).
b) reliability (on time service with original parts)
c) responsibility (the desire to help the buyer, to satisfy the customer)
d) competence (ability for this job)
e) availability of service (not a great distance)
f) trust (which is obtained based on the quality of products and services)
g) fairness of personnel and communication
h) understanding of customer requirements
i) information
There are three forms of service products, servicing a customer before, during and after the
sale. Policy servicing before selling involves getting to know the customer service policies,
flexibility, and logistics systems and building management culture. During sales it is taken into
account the level of deficit products, information on inventory, fast shipping and cargo
handling accuracy. After the sale the seller takes care of installing and activating the product,
meeting the requirements guarantee an eventual version, the regular supply of spare parts,
reviewing customer complaints, return of defective products and replace with the correct, and
so on.
3. TRANSPORT LOGISTICS
Transport means mastering the spatial and temporal distance, or a change of coordinates
transport objects using technical means, and the transport is a specialized activity with
transport infrastructure and superstructure allows the realization of transport
services. Transporting goods, people and energy from one place to another, transport to
overcome the spatial and temporal distance.
Transport logistics is the dominant transport process because the service (activity planning
and implementation time of ordering, supply, production and distribution) often say,
requiring people and equipment, and costs are very significant and noticeable. It is a complex
system of organization and control of cargo flows, which includes, in addition to human
resources, the use of modern electronic, communications, transportation and information
technology.
Transport is a key link in the logistics chain, connecting suppliers, manufacturers, distributors
and customers. Transport is defined as the movement of goods aimed at those with a
particular purpose are made available elsewhere in order to meet consumer needs.The last
twenty years, especially with the wave of globalization, there have been substantial changes in
the economy. There are introduced new methods of delivery of goods and technology, based
on the concept of intermodal transport, ie. transport of goods by the "door to door".
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Transport services in terms of the logistics of transport and other services connected with its
preparation and implementation, and refer to the following activities:
transport cargo and passengers - the main goal of transportation
unloading, loading and reloading necessary to end and to start the process of
transport
stopover passengers - if there is no direct line
inside the warehouse operations - matching, sorting, filling, inspection, labeling,
processing ...
preparation of vehicles - that are technically
providing vehicles under lease - if the carrier does not own the means of transport
reparation and delivery of new transport vehicles
other services
Transportation services are the business of moving cargo and passengers in space and time,
and accompanying services, such as suitable packaging in accordance with the physical
characteristics of goods, marking, coding, and labeling specifically, the formation of unit loads,
containerization and palletization, the choice of optimal forms of transportation and means of
transport, optimum utilization of transport resources through proper loading, use of modern
technologies and approaches in terms of organization and distribution of goods and
calculation of warehouses and terminals, and application of modern information technology
and computer support.
The essence of transportation logistics services in creating added value through rapid,
efficient, timely and high quality freight. The added value of products related to improving the
client's and customers' perceptions of the product by increasing its economic usefulness of
which can be related to the usability of forms, property, time and location. This is why the
multiple importance of integrated logistics, because it as a subsystem of the micro-logistics
system seeks to overcome these spatial, temporal and ownership problems by reducing the
number of intermediaries, and thus reduce costs.
4.LOGISTICS STOCK
The production company, supplies the raw materials warehouse for production. In retail
stocks are the products for sale that are held in warehouses or on the shelves. Inventories in
the supply chain are due to differences in the procurement of raw materials, intermediate
products, finished products and the demand for them.
Inventory management is basically reduced to a "cost benefit analysis", ie. the cost-benefit
analysis of keeping watered. In fact, determining the optimal amount of inventory requires
optimal balance between inventory holding costs and benefits that are realized to dispose of
these stocks.
When there is a known logistics supplies difference between the economic demands of high
inventories that are desirable for marketing (to quickly meet customer requirements) and
production (to ensure continuous production in the long run), on the one hand, and financial
requirements for the smaller stocks (the involvement of working capital and reduce costs) on
the other.
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Obvious reasons "for" and "against" the inventory is held. Reasons for holding inventory
would improve customer service (no waiting) and cost (economies of scale in production,
rebates, safety in the event of price increases). Reasons against which the inventory would be
certain
bonding
capital
firms
and
holding
and
not
adding
value.
In terms of material flows, the basic logistics activities should be focused on achieving low
cost, high level of serviceability, guaranteed quality and a relatively small volume of invested
capital, which must be implemented in the following directions:
forecasts material requirements
defining and obtaining sources of supply of material
tracking of material inputs into the production process

monitoring the status of the material as part of working capital.

5. CARGO LOGISTICS
Warehousing and storage is a very responsible task, because the improper storage of the
goods may spoil it. During storage can lead to different losses. Causes of loss can be very
properties of goods, storage conditions, incorrect or negligent handling of goods and the
like. If the goods are properly stored, preserved from adverse impacts, loss and spoilage.
Logistic process in warehouses is always associated with the functions of procurement, sales
and marketing, manipulative transport, organization, processing and packaging of
cargo. Storage is used to bridge the temporal discrepancy between the inflow and outflow of
goods.
Storage is a very important element, or a link of the logistics system, which is the logistics
channels associated with other elements. The storage is done a few basic logistics functions:
consolidation (augmentation) of cargo, ie. merging products more factories or
suppliers that are intended for individual consumers
logs load, ie. breakdown of cargo from one plant to supply that goes to more
consumers
distribution of certain assortment, ie. sorting and distribution of products of several
companies and orientation to more consumers
support the production or receipt of goods from multiple suppliers, and focus on the
completion of the production line
complete shipping cargo from multiple parties in a factory warehouse and / or
terminals and directing them to more consumers
Main advantages of storing the coordination and alignment of supply and demand in the
procurement and distribution, reduce logistics costs in transport, maximum satisfaction of
consumer demand, creating conditions for active sales strategies, expanding market space, a
continuous supply of production and / or consumers, supply and flexible policy of supplay etc.
Logistics process in the warehouse includes two basic types of logistics operations and to:
logistical coordination of purchasing and selling (offer suppliers and customers
demand, maximum utilization of storage capacity and minimizing logistics costs) and
logistics operations related to the flow of cargo, cargo processing and proper
documentation.
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6. ENVIRONMENTAL LOGISTICS
30 years ago, concern about the environment has become a major priority of social
activities. During the 60's of XX century, concern about the environment in the USA existed,
but it was in the shadow of war. Earth Day began to mark up to highlight the problem of the
environment and boost consumer awareness.
Negative consequences of consumer behavior towards the environment have become such
that the Americans asked their government to pay more attention to environmental
problems. Research shows that over 90% of the 200 largest companies in the United States
has a program related to environmental issues.
One of the main points of the environmental life cycle analysis of products / services. Analysis
of the life cycle of some degree of economic and environmental consequences of a product
during its production, use and storage. This measurement begins with the creation of
products from raw materials and ends when the same product reaches the
consumer. Analysis of life cycle assess any effects caused by the product during the entire
cycle of its creation, including to what consequences this product has on the economy and the
environment during its removal as waste.
Environmental logistics somehow falls in return logistics. And when we talk about it, it is
necessary to mention the recycling process, or what recycling means.
Usually, several members of the chain of handling involved in the system of
recycling. Recycling - a programming chain is a process that has four levels, namely:
first level - consists of collecting waste materials from the recycling of containers and
delivery of the materials the parties responsible for its recycling
second level - processing of recycling into secondary raw materials
third level - the use of secondary raw materials in the preparation of new products
fourth level - return the product to market.
REFERENCES
1.
2.
3.

Bloomberg D., LeMay S., Hanna J., Logistika, Zagreb 2006.

Dragovi B., Pomorske trehnologije transporta i logistika, Podgorica 2009.
Drakovi M., Integrisana marketing logistika u sistemu menadmenta Luke Bar, Kotor
2008.
4. Grdini M., Marketing u pomorstvu i pomorsko trite, Podgorica 2003.
5. Lojpur A., Kuljak M., Menadment, Podgorica 2005.
6.xxRoca B., Menadment trgovinskih preduzea, Subotica 2002.
7. Roca B., Marketing logistika, Baki Petrovac 2004.
8. Stanivukovi D., Logistika-organizacija i menadment, Novi Sad 2003.
9. amanovi J., Logistiki i distribucijski sustavi, Split 1999.
10. Tauzovi T. J., Sistemska teorija upravljanja, II dio : primjena u morskom brodarstvu i
lukama, Podgorica 2001.
11. Vukevi M., Organizacija pomorskih preduzea, Kotor 2006.
12. Vukevi M., Poslovna logistika u pomorstvu i transportu, Kotor 2008.
13. Zelenika R., Pupavac D., Menadment logistikih sustava, Rijeka 2008.

164

Miodrag Miko Mijovi

Razvoj brodarstva u Crnoj Gori

od 1878. do 1991. godine sa posebnim osvrtom na razvoj
Jugooceanije - Kotor i Prekookeanske plovidbe - Bar
MONOGRAFIJA
U Baru, maj 2012. Godine

PREDGOVOR
Biti sezonski zaposlen kao mornar u preduzeu Prekookeanska plovidba Bar te
davne 1972. godine nije se smatralo uobiajnim, ali je nesumnjivo predodredilo moju buduu
profesionalnu orijentaciju i zauvijek me vezalo za pomorstvo i saobraaj. Nakon zavretka
Gimnazije Niko Rolovi u Baru, a slijedei osjeaje svog srca i due i potvrujui nepisano
pravilo da prva ljubav nema zaborava, kolovanje sam nastavio u Kotoru, na tadanjoj Vioj
pomorskoj koli (Odsjek za ekonomiju), a nakon toga na Fakultetu za pomorstvo, takoe u
Kotoru.
Odavno planiran, a pristigao, moda, pomalo i sa zakanjenjem, ovaj rad proistekao je
ne samo iz potrebe i elje da istraim jedan dio pomorske istorije u Crnoj Gori nego i iz
osjeanja linog duga prema svojoj ljubavi, struci i esnafu kome sam posvetio itav svoj radni
vijek a za koji me veu nezaboravne i najdrae uspomene.
Bavei se istraivakom djelatnou, ja sam se sjeao svih prijatelja i kolega sa kojima
sam saraivao i kojima se na ovaj nain zahvaljujem na svesrdnoj linoj i poslovnoj podrci i
razumijevanju. Siguran sam da brojne divne dogaaje iz tog perioda nikada neu izbrisati iz
svog sjeanja.
Takoe, koristim ovu priliku da se zahvalim i brojnim prijateljima, kolegama i
saradnicima koji su mi pruili nesebinu pomo oko prikupljanja podataka, koncipiranja i
izrade ove publikacije.
Bar, maj 2012. god.

Autor,

Razvoj brodarstva u Crnoj Gori

od 1878. do 1991. godine, sa posebnim osvrtom na razvoj
Jugooceanije Kotor i Prekookeanske plovidbe Bar
Knjiga Razvoj brodarstva u Crnoj Gori od 1878. do 1991. godine, sa posebnim
osvrtom na razvoj Jugooceanije Kotor i Prekookeanske plovi-dbe Bar, autora Miodraga
Mika Mijovia je svakako najobuhvatnija zbirka faktografskih podataka o crnogorskom
brodarstvu od sticanja neza-visnosti Crne Gore 1878. do 1991. godine.
Autor, meutim, u uvodnom dijelu ukazuje da je pomorstvo bilo pri-sutno od
najstarijih vremena na ovim prostorima i da istorija pomorstva ne poinje ak ni od stvaranja
165

prve dukljanske drave, ve znatno ranije. Bie interesantno i dragocjeno da se neko posveti
prouavanju pomorstva i u vri-jeme srednjevjekovnih drava Duklje i Zete.
Naravno, Berlinski kongres i meunarodno priznanje Crne Gore kao nezavisne drave,
njen izlazak na more, pripajanje pomorskog Ulcinja, bitno uveanje teritorije a time i razvoj
pomorstva bez obzira na ogranieni su-verenitet kada je u pitanju plovidba morem i
korienje Luke Bar od strane Austro-Ugarske.
Najvei doprinos sveukupnom razvoju Crne Gore, a samim tim i pomorstva je injenica
da od 1878. do 1912. godine, dakle pune 34 godine Crna Gora nije ratovala. Bio je to najdui
period mira u njenoj dotadanjoj istoriji. Dobri odnosi sa susjedima, pa ak i sa Otomanskom
imperijom stv-orili su uslove za ukupni preobraaj Crne Gore i njene privrede.
Ondanja vlast je vrlo mudro djelovala kada su u pitanju bili pomorstvo i jezerska
plovidba. Odmah po sticanju nezavisnosti osnova se pomorska vlast, dovode sposobni
kadrovi, uglavnom sa podruja Austro-Ugarske i ini sve da se u crnogorski registar zadre
ulcinjski brodovi i kadrovi.
Kralj Nikola je zbog Ulcinjana dva puta mijenjao pomorsku zastavu Crne Gore i na kraju
prihvatio da se sa zastave ukloni malteki krst da bi udovoljio zahtjevu ulcinjskih pomoraca i
njihovo brodovlje zadrao u crno-gorskom registru. Brzo se shvatilo da pomorstvo treba da
prati i kopnena infrastruktura. Poto Crna Gora sama za to nije imala sredstava prihva-tila je
strani kapital. Tako je otpoela gradnja Luke Bar, pruge Bar-Vi-rpazar, brojnih puteva i dr.
Naroito se poklanja panja Skadarskom jezeru i razvoju plovidbe na njemu, koju ni do danas
nijesmo uspjeli obnoviti.
Autor djela vrlo detaljno i argumentovano obrauje razvoj pomorstva u periodu od
sticanja do kraja crnogorske nezavisnosti 1918.godine.
Propau Austro-Ugarske monarhije i stvaranjem drave SHS, dolazi do integracije
pomorstva na podruju dananje Crne Gore. Kadrovi, preduzea i brodovi Boke ulaze u sastav
matine drave. Obezbeuje se bezbolniji prelazak sa jedrenjaka na parobrode, a zatim na
motorne brodove. Vea i jaa drava daje i vee mogunosti razvoja pomorstva. Niu brojna
manja preduzea koja se uglavnom bave malom obalnom plovidbom.
Autor u svojoj knjizi daje veliki broj vrlo interesantnih podataka o brojnim brodarskim
preduzeima, njihovim vlasnicima i pojedinim brodovi-ma iz ovog perioda.
Razvoj pomorstva u Crnoj Gori od 1945. do 1991. a posebno period od 1965. do 1991.
je zlatni period razvoja pomorstva u Crnoj Gori. Teko da e se tako neto ponoviti u
doglednoj budunosti.
Jugoslavija je vodila vrlo balansiranu politiku izmeu Istonog i Zapadnog bloka. I
jedan i drugi blok su je nastojali pribliiti svojoj politici i u tu svrhu je esto nesebino
pomagali, posebno Zapad.
Zahvaljujui velikoj pomoi sa strane i brojnim kreditima Jugoslavija je razvila
modernu industriju i ukupnu privredu.
Traei trite za svoju monu privredu Jugoslavija postaje nosilac ideje pokreta
nesvrstanih zemalja. Preko 110 drava, posebno iz Afrike, Ju-ne Azije i dijela Latinske
Amerike, postaju lanice pokreta nesvrstanih ali i ogromno trite za jugoslovenske robe i
usluge.
Za uspjeno poslovanje pomorske privrede potrebno je, pored kadrova imati
obezbijeeno uposlenje kapaciteta bar 40% u sopstvenoj dravi, imati jake banke koje e
pratiti investicije u pomorstvu i da u godinama kriza na svjetskom pomorskom tritu drava
ozbiljno pomogne svoje kompanije.
U bivoj Jugoslaviji bili su ispunjeni svi navedeni uslovi. Uz sjajne direktore koje u
knjizi autor navodi, bio je i ogroman broj kadrova kolovanih du jadranske obale sa velikim
pomorskim iskustvom. Sjajni kapetani, up-ravitelji stroja, prekaljeni pomorci, komercijalisti,
pravnici, finansijeri i drugi nosili su razvoj kompanija. Prevoena je ogromna koliina domaih
tereta, mjereno godinje u desetine miliona tona. Bio je to siguran posao za jugoslovenske, pa
166

samim tim i crnogorske brodare, ali i velika sigurnost za nae pomorske kompanije, posebno
u godinama krize na svjetskom pomo-rskom tritu.
Jaki bankarski sistem, zajedno sa bankom za podsticaj izvoza bio je oslonac u
poslovanju i investiranju kompanija.
Jaka drava je u godinama krize na brodskom tritu iz budeta davala velike
subvencije kako bi sauvala svoje kompanije. Te podrke su se kretale i do 30 $ na svakih 100
$ ostvarenih na svjetskom tritu.
Crna Gora je ovo sjajno koristila. Za 30 godina stvorene su dvije mone pomorske
kompanije.
U knjizi je dato obilje podataka o nastanku i rastu Jugooceanije i Prekookeanske
plovidbe. Napisana je prava istorija brzog razvoja crno-gorskog pomorstva.
Autor nas, na sjajan nain, obavjetava o injenicama izbjegavajui da sudi i donosi
vrste zakljuke. To naem mentaliutetu nije ba svojstveno a po mom miljenju knjiga je tim
vrednija.
Ogroman broj podataka o razvoju pomorstva bie svakako dragocjen za budunost ove
oblasti.
Autor studiju zavrava sa 1991. godinom. Mogao je to uiniti i sa 1992. jer su tek u
maju 1992. godine uvedene pogubne sankcije dravi SRJ, koje su najpogubnije bile za
pomorsku privredu. U svakom sluaju, ostaje da neko bar kroz desetak godina objektivno
sagleda zato danas nema Ju-gooceanije i Prekookeanske plovidbe.
Teko da bi se danas neko mogao oduprijeti politizaciji na ovaj ili onaj nain, piui o
naem pomorstvu i njegovoj havariji u periodu od 1992. na ovamo.
U svakom sluaju Miodrag Miko Mijovi se ovim sjajnim djelom oduio crnogorskom
pomorstvu, uloivi pritom ogroman napor ali i ogro-mnu ljubav.
Ko god bude pisao o naem pomorstvu bez ove knjige nee moi, pose-bno ne u neka
daleka vremena koja odlaze.
U Baru, 23.04.2012.

Jusuf Kalamperovi

Kada mi je moj prijatelj, gosp. Miodrag Miko Mijovi saoptio da pie knjigu Razvoj
brodarstva u Crnoj Gori od 1878. do 1991. godine, sa posebnim ostvrtom na razvoj
Jugooceanije Kotor i Prekookeanske plovi-dbe Bar i pri tom da razmilja da i ja budem
recezent te knjige, moja prva reakcija je bila da u Crnoj Gori ima puno kvalifikovanijih i
kompetentnijih ljudi od mene, koji bi dali ocjenu o knjizi takvog sadraja. Ovo napominjem i
zbog autora, i zbog knjige, a i zbog mene. Jer, da bih bio kvalifikovan rece-zent, morao bih
znatno popraviti znanje iz te oblasti, koja me dodue jeste interesovala i kojom sam se,
radei neke znaajne poslove u optini Bar, a i kao lan Odbora za privredu plan i finansije u
Skuptini Crne Gore od 1986-1989.godine na posredan nain morao baviti, ali opet
nedovoljno da bih dao adekvatan sud o toj tematici. Sada sam zahvalan gosp. Mijoviu, jer me
je natjerao da proitam dosta literature iz te oblasti, da porazgo-varam sa ljudima koji o
tome znaju vie od mene, da nauim dosta toga to nijesam znao.
Period razvoja brodarstva u Crnoj Gori, na koji se odnosi ova knjiga je ono vrijeme
kada trebaju postojati (i postoje) pisani izvori, originalna ili kopirana dokumenta, a i knjige i
monografije drugih autora, koji su se ba-vili istom ili slinom tematikom. Autor je i
savremenik jednog broja doga-djaja, onih novijih koji su obiljeili intezivan razvoj brodarstva
u Crnoj Gori. Prvo radno iskustvo mu je bilo za vrijeme akih ferija na brodovima
Prekookeanske plovidbe, a kasnije, sa diplomama vie kole i fakulteta, skoro itav
dosadanji radni vijek proveo je u djelatnostima kompleme-ntarnim i direktno povezanim sa
brodarstvom, to ga ini veoma kvalifiko-vanim da se bavi ovom tematikom.
167

Obilje dokumentacije i lino iskustvo osnovni su preduslov za sve-obuhvatno

istraivanje, ali sve je to trebalo pronai, prouiti, sistematizovati i zaokruiti u jednu cjelinu.
Autor se vie bavio faktografijom , a neto manje analizom uzroka i posledica nekih pojava i
dogadjanja. Ali, paljivom ita-ocu, mnogobrojni podaci koji su navedeni, dovoljni su da i sam
izvede za-kljuke. Neke fotografije u knjizi rjeitije su i od mnogo stranica anali-tikoga teksta.
Sama poetna godina (1878.) navodi na razmiljanje: da li je za razvoj brodarstva na
ovim prostorima bilo povoljnije to to je taj prostor bio daleka periferija jedne mone carevine
(Turske) ili to je oslobodjenje toga prostora postalo otelotvorenje jedne elje preodavne
vladara male i siro-mane Crne Gore, koja je malo ta i proizvodila i uvozila. Situacija je neto
drugaija poslije 1918. i oslobadjanja obale od rijeke eljeznice do Debelog Brijega, jer to je
bio dio izlaza na more jedne mnogo vee i neto razvijenije drave (stare Jugoslavije). Ipak , za
ono vrijeme afirmisan je znaaj izlaska Crne Gore na more, manje kroz razvoj brodarstva, a
mnogo vie poetkom izgradnje luke u Baru i eljeznike pruge od Bara prema unutranjosti.
To je strategija koja e, u krajnjem dovesti do izgradnje luke Bar sadanjih kapaciteta, kao i
pruge Beograd- Bar, a posredno i do razvoja brodarstva.
Autor posebno afirmie razvoj brodarstva u Crnoj Gori poslije Dr-ugog svjetskog rata,
kada su, u relativno kratkom roku postignuti izvanre-dni rezultati, prvenstveno
zahvaljujui,na poetku, uglavnom entuzijazmu, a kasnije i velikom znanju zaposlenih u dvije
kompanije Jugooceanija, Pre-kookeanskoj plovidbi. Treba imati na umu da je
Jugooceanija osnovana 1954. a Prekookeanska 1961. godine, te da se sva pria zavrava
1991. godine. Valja napomenuti da je Kotor imao vievjekovnu tradiciju u pomo-rstvu, sa
svjetski poznatim admiralima, pa je razvoj brodarstva bio logian nastavak te tradicije. Baru je
bilo mnogo tee, jer je prvi put, sutinski izaao na more tek poetkom XX vijeka, ali je
zahvaljujui znanju i iskustvu prvog direktora Prekookeanske, Andrije Dabanovia, uspio da
napravi uglednu kompaniju, i to u veoma kratkom roku. Pamtim izreenu misao gosp.
Dabanovia koja (priblino) glasi : Jugooceanija ne bi bila nito vea da Prekookeanska nije
osnovana.
Znaaj brodarstva za Crnu Goru itaocu ove knjige bi bio jasniji da je autor naveo
podatke o ostvarenom BDP (bruto drutvenom proizvodu) dvije vodee brodarske kompanije
na poetku - osnivanju, na kraju - 1990.godine, i njihovo uee u BDP Crne Gore, kao i neto
deviznom prilivu.
Knjiga se zavrava 1991. godinom, spravom, jer tada i poinje ubr-zani potop
brodarstva Crne Gore, tako da je u narednih nekoliko godina dolo do rasprodaje svih
brodova i Jugooceanije i Prekookeanske. Na svu sreu ostali su pomorci i kole. Sigurna
garancija da e mnoge porodice u Crnoj Gori i ubudue ivjeti od brodarstva i pomorstva.
Vjerujem da e ova knjiga biti interesantna i pouna svima koji je budu itali.
Bar, 23.04.2012.

Milo uter
Zavrno razmatranje

Akademik prof. dr Vlado Brajkovi je more i pomorstvo najjezgrovitije opisao i

uokvirio kada je napisao uvenu svoju misao:
Od davnina poznato, a neposredno je tokom istorije ovjeanstva potvreno
sudbonosno znaenje mora, kao elementa materijalnog, dru-tvenog i kulturnog razvoja
iskazivalo se i danas se iskazuje i to danas na naglaeniji nain u savremenim odnosima
meunarodne zajednice.
Na kraju, treba ipak istai da su brojni kadrovi dali ogroman doprinos razvoju i
napretku ove brane. Ipak, miljenja smo da bi trebalo izdvojiti i posebno istai zasluge onih
koji su u tome prednjaili, a to su svakako: knjaz, a potom i kralj Nikola I Petrovi, cap. Slavko
168

urkovi, gospodin Lale Zuber, gospodin Savo Starovi i gospodin Andrija Daba-novi, to je u
ovom radu ve isticano i reeno.
Struan i obrazovan kadar jedan je od vrlo znaajnih preduslova za razvoj. Ovom
prilikom neemo govoriti o razvoju pomorskog kolstva, u Boki, niti u Baru, iako su kadrovi
dali nemjerljiv doprinos razvoju brodarstva u Crnoj Gori, pa i ire.
Takodje, u ovom radu nijesmo govorili ni o razvoju Pomorske uprave u Crnoj Gori ija
je djelatnost nedjeljiva od problematike, koju smo pokuali obraditi.
Nismo u ovom radu ni komentarisali koliki je bio ekonomsko-fina-nsijski doprinos
brodarstva Crne Gore u razdoblju od 1878. do 1991. godine za razvoj i napredak sveobuhvatni
uopte Crne Gore.
Autor ovog rada nije imao hrabrosti da komentarie koliki je bio

Panorama Bara sa lukim akvatorijumom

sveukupni doprinos Barskog drutva, Zetske plovidbe, Jugooceanije i Prekookeanske
plovidbe za razvoj, napredak i prosperitet Crne Gore, pa i ire. Autora je osjeao bojazan od
neobjektivnosti. Strahovao je, takoe, da bi, usudivi se da govori o onome to su pomenute
kompanije postigle i do-prinjele u razvoju Crne Gore, rizikovao da mnogo toga bitnog i
nehotice izo-stavi.
Ali, zasigurno se moe rei da su u razdoblju od 1945. 1991. godine Jugooceanija
Kotor i Prekookeanska plovidba Bar vrlo mnogo pomogli razvoj Crnogorske provrede
uopte. Ovu konstataciju podkrepljujemo podat- kom da je za period 1960. 1975. godina
Crnogorska pomorska privreda od ukupnog deviznog priliva Crne Gore je dala 70,41%, tj.
Jugooceanija Kotor 43,27% a Prekookeanska plovidba Bar 27,14%.
Zelimo istai, da smo u nekim djelovima rada, prilikom razmatranja izbjegli da (kao
kod analize rada Jugooceanije i Prekookeanske plovidbe) pojedinano pomenemo sve
plovne jedinice, ali zato smo u prilogu istakli spisak svih plovila do 1991. godine, koja su po
naim izvorima i saznanjima plovila Skadarskim jezerom i Jadranskim morem, a bili su
vlasnitvo pojedinaca, Crne Gore ili firmi sa sjeditem u Crnoj Gori, ili po drugim osnovama.
Vjerujemo da i pored naeg velikog truda, nijesmo pomenuli i obuhvatili sve brodove u
dolje pomenutom tabelarnom popisu plovila.
169

Autor ove publikacije je uspjeo da pronae i evidentira u literaturi i u Arhivskoj grai

na raznim destinacijama ukupno 652 plovila koja su po raznim osnovama plovili vodama Crne
Gore za period 18781991. godine.
Uvjereni smo da nijesmo pomenuli i ovom publikacijom obuhvatilisva plovila, pa
oekujemo i molimo sve koji smatraju da nam mogu pomoi da to i uine jer na taj nain
doprinose rasvijetljavanju ovog atraktivnog ali nedovoljno istraenog podruja.
Takoe, vjerujemo da e ovaj rad inicirati mnoge sline ideje i podstai ljude koji se
bave brodarstvom da u budunosti naprave sveo-buhvatniju publikaciju na ovu temu, imu bi
se autor ove publikacije veoma obradovao.
Na kraju, elimo istai vjeru da e crnogorska pomorska privreda u budunosti
predstavljati znaajan faktor razvoja i napretka Crne Gore. Vjeru temeljimo na cvrsto
iskazanoj namjeri Vlade Crne Gore da se pokloni znaajna panja razvoju pomorske privrede
u budunosti, to e nesumnjivo se odraziti u svim sverama ivota i rada u Crnoj Gori.
Kupovinom i stavljanjem u eksploataciju brda Kotor krajem 2011. godine, i kupovinom
broda Bar ije se stavljanje u promet oekuje brzo, naa nada o ob-navljanju nae flote i u
budunosti njenom poveanju i razvoju je za sada samo realna predpostavka.
O autoru
Miodrag Miko Mijovi, od oca Stojana-ie i majke Danice roene Jovanovi iz Brela,
roen je 15. Marta 1954. g. u Starom Baru, gdje je zavrio osmogodinju kolu.
Gimnaziju je zavrio u Baru, a potom nastavio studije na Vioj pomorskoj koli u
Kotoru, Ekonomski odsjek, kao i Fakultet za pomorstvo.
Radnu karijeru zapoeo je 20. Juna 1972. godine kada biva zaposlen u svojstvu
mornara na brodovima Male obalne plovidbe - Prekookeanske plovidbe, Bar, na kojima
plovi ukupno 19 mjeseci i 21 dan.
Nakon zavretka Vie pomorske kole u Kotoru, Ekonomski odsjek, avgusta 1976.
godine zapoljava se u preduzeu meunarodna pedicija Transjugu Rijeka Rijeka, OOUR
Bar, kao pripravnik, a nakon poloenog priprvnikog ispita marta 1977. godine, odlazi na
odsluenje jednogodinje vojne obaveze, nakon kojeg ponovo nastavlja rad u Transjugu Bar.
Od 1980. godine do 1982. godine bavi se profesionalno drutveno-politikim radom u
OK SSO Bar.
Nakon zavretka svog mandata u OK SSO Bar i RK SSO Crne Gore, ponovo se vraa da
radi u Transjug-u Bar, gdje radi do juna 1996. godine.
Te 1996. godine, juna mjeseca, odlazi iz svoje matine firme i poinje da radi u
kompaniji DHL WORLDWIDE EXPRESS, gdje ostaje do decembra 2004. godine.
Od decembra 2004. godine do septembra 2009. godine radi u firmiBOmBO doo Bar.
Poetkom kolske 2009/10. godine biva angaovan za nastavnika strunih predmeta u
Srednjoj poljoprivrednoj koli Bar, na smjeru: peditersko, agencijski i carinski tehniar,
gdje i danas radi.
L i t e r a t u r a:
1.
2.
3.
4.

Sto godina pomorskog brodarstva Crne Gore, Kotor 1988. g.

30 godina Prekookeanske plovidbe Bar, D.Kneevi
Brodovi jezerske tiine, V. Jankovi
Od Boikeljske do Zetske plovidbe V. Jankovic
170

5. Razvitak pomorstva na crnogorskom primorju - I. Zlokovi

6. Istorija pomorstva i ribarstva Crne Gore - cap.D.Franetovi
7. Istorija Crne Gore - J. Jovanovi
8. Jugooceanija tradicija koja traje, Kotor 1996.
9. Brodovi na Jadranu Aleksandar Velji / Stanislav Govedi
10.Istorija bokeljskog pomorstva prof. Predrag Kovaevi
11.Stara Crna Gora Erdeljanovi, Beograd 1926.
12.Jezerski i rjeni saobraaj; Pomorska plovidba; Uprava Pomorstva
Cap.dr D. Franetovi, Enciklopedija Jugoslavije,Beograd 1954.
13.Borbas Knjaevine Crne Gore za Skadarsko jezero cap. dr D.
Franetovi, Nae more, Dubrovnik 1956.
14.Prvi brod pod crnogorskom zastavom cap.dr D.Franetovi,
Nae more, Dubrovnik 1960.
15. O Ulcinjskim gusarima cap.dr D. Franetovi, Nae more,
Dubrovnik 1958.
16. Prvi brodovi pod crnogorskom zastavom S. Mijukovi,
Cetinje 1956.
17. Istorija Crne Gore . Popovi, Beograd 1896.
18. Kralj Nikola i Austrija, Nova Evropa L. Tomanovi, Zagerb 1929.
I z v o r i:
1. Arhiva: Bar, Cetinje,Kotor,Ulcinj
2. Arhiva Lukih kapetanija: Bar, Kotor, Ulcinj, Tivat, H.Novi i Virpazar
3. Arhiva Muzeja Kralja Nikole Cetinje
4. Arhiva Zaviajnog muzeja Bar
5. Arhiva Pomorskog muzeja Kotor
6. Centralna biblioteka Cetinje
7. Biblioteka Bar
8. Biblioteka Fakulteta za pomorstvo Kotor

171

Ekonomska in trgovska ola Breice, Bizeljska cesta 45, Breice, Slovenija

Nadja Ivi, univ. dipl. in. kemijskega inenirstva
Lektorirala: Katja Bogovi, prof. angleine in slovenine

POMEN OZNAEVANJA BLAGA V LOGISTIKI

Povzetek
lanek daje informacije o vlogi in pomenu sledenja in oznaevanja blaga v logistiki.
Natanneje predstavi sistem GS1, naine oznaevanja blaga, transportno-skladinih enot,
kontejnerjev, .. sistem sledenja s pomojo GS1, uporabnost ter slabosti sistema. QR kodo
predstavi kot sodoben nain oznaevanja blaga, ki je na pohodu. Ravno tako pa kritino oceni
tudi RFID sistem oznaevanj. Le-ta ima tevilne prednosti, zlasti hitrost branja velike koliine
podatkov. Na drugi strani pa ima tudi slabosti, saj so stroki uvajanja tega sistema e vedno
visoki.
V zadnjem delu lanek predstavi nekaj primerov praktine uporabe vseh treh obravnavanih
sistemov oznaevanja blaga v Sloveniji.
Kljune besede: logistika, sledenje, identifikacija, oznaevanje, GS 1, QR kode, RFID sistem.
Uvod
Sledenje blaga je izjemnega pomena tako za proizvajalce kot tudi za kupce oz. uporabnike
blaga. e uporabljamo uinkovite sisteme sledenja, kar vkljuuje v prvi vrsti primerno izbiro
oznaevanja blaga in ustrezno tehnoloko podporo, lahko tako proizvajalec kot kupec v
vsakem trenutku vesta, kje se blago nahaja in kaj se z njim dogaja.
Ker na razlinih tokah v preskrbovalni verigi udeleenci potrebujejo informacije o blagu, da
ga lahko sprejmejo, uskladiijo, komisionirajo, pakirajo in mu sledijo, potrebujejo podjetje
uinkovit sistem identifikacije blaga, ki vkljuuje tudi avtomatsko zajemanje podatkov za
nadzor toka blaga. Blago se namre lahko transportira kot posamezen kos, v kartonih, ovojih,
na paletah, v kontejnerjih, Vsaka transportna enota je lahko sestavljena iz isto ali
raznovrstnih izdelkov ter transportirana z razlinimi prevoznimi sredstvi.
Sledenje
Sledenje pomeni obvladovanje proizvodnih in logistinih funkcij, in sicer tako, da smo v
stalnem stiku s predmetom sledenja. Razlogi za vpeljavo sistemov za sledenje so:
sledljivost poiljk, vozil, sredstev,
nadzor strokov,
poznavanju zgodovine vsake enote,
veje konkurennost,
hitreja odzivnost,
manje tevilo napak in s tem
veje zaupanje kupcev in drugih udeleencev

172

Blagu lahko sledimo preko sistemov za sledenje prevoznih sredstev, kar je manj primerna
oblika, saj ne vemo, ali je v prevoznem sredstvu res blago, ki ga elimo slediti. Primerneji
nain je zagotovo oznaevanje blaga.
Oznaevanje
Temelj uspene logistike je natanno oznaevanje blaga.
Oznaujemo zato, da bi laje identificirali in sledili blago, ki je predmet logistinega procesa.
Oznaevanje sodi v dejavnost priprave blaga za transport, ima pa ve namenov:

slui za identificiranje blaga,

omogoa tono odpravo in predajo prejemniku ter
posreduje vse pomembne podatke o blagu.

Najpogosteje uporabljeni naini oznaevanja blaga in poiljk so:

s pomojo rtnih kod

o linearne (enodimenzionalne)
o sestavljene (dvodimenzionalno)

RFID sistem

Oznaevanje blaga mora biti skladno z doloenimi standardi, kot so na primer globalni
standardi organizacije GS1 (rtna kodo, pametne/logistine nalepke, ). Usklajenost s
standardi omogoa zapis e dodatnih informacij o blagu, varnost zapisanih podatkov je veja,
mogoa je brezina izmenjava zapisanih podatkov.
rtne kode
e leta 1948 se je dvema amerikima inenirjema Josephu Woodlandu in Bernardu Silverju
porodila zamisel o rtni kodi. Patentirati sta jo uspela ele oktobra 1952. Najprej so zamisel
uporabili v ameriki vojski in kasneje e v NASI. ele z uvedbo kode v trgovine je le-ta doivela
nesluten razmah.

Slika 1: Oblika rtne kode, ki so jo patentirali l. 1952

173

Sistem GS1
Leta 1973 v ZDA uvedejo sistem UPC (Universal Product Code). Z 12-mestno numerino rtno
kodo so zaeli oznaevati artikle v trgovinah. Sistem je deloval pod okriljem organizacije UCC
(Uniform Code Councill). 1977 so v okviru organizacije EAN (European Article Associaton,
kasneje EAN International) zaeli uvajati kompatibilen sistem (EAN kode) tudi v Evropi.
Kasneje sta se sistema povezala in prevzela ime EAN-UCC. Sredi leta 2005 sta se zdruila EAN
International in UCC. Organizacija se je preimenovala v GS1.
Sistem GS1 je zbir standardov, ki omogoajo uinkovito upravljanje preskrbovalne verige z
edinstvenim oznaevanjem proizvodov, transportnih enot, lokacij in storitev. Osnovo sistema
predstavlja globalno enolina identifikacijska tevilka, s pomojo katere pospeujemo procese
elektronske trgovine, sledenja in izsledovanja.
Sistem GS1 zagotavlja globalno enoznano oznaevanje preko identifikacijskih kljuev. Vsi
standardi GS1 vkljuujejo vsaj en identifikacijski klju. Identifikacijski kljui so:

globalna trgovinska tevilka izdelka (GTIN Global Trade Item Number) gre za
oznaevane prodajnih enot,
zaporedna koda zabojnika (SSCC Serial Shipping Container Code) gre za
oznaevanje zabojnikov,
globalna lokacijska tevilka (GLN Global Location Number) gre za oznaevanje
podjetja kot pravne osebe,
globalni identifikator vraljivega sredstva (GRAI Global Returnable Asset Identifier),
globalni identifikator individualnega sredstva (GIAI Global Individual Asset
Identifier),
globalna tevilka storitvenega razmerja (GSRN Global Service Relation Number) in
globalni identifikator tipa dokumenta (GDTI Global Document Type Identifier).

Globalna trgovinska tevilka izdelka GTIN

To je tevilka, ki je specifina za vsako prodajno enoto ne glede nato, ali je to izdelek ali
storitev.
Za zapis GTIN uporabljamo razlino simbologijo rtnih kod. Najpogosteje uporabljamo
naslednje tri:

EAN/UPC,
ITF-14,
GS1-128.

V zadnjem asu se uveljavljata dve dodatni simbologiji kodnega zapisa:

GS1 DataBar
GS1 DataMatrix

Simbologija rtnih kod

Simbole EAN in UPC lahko beremo vesmerno. Obvezno se uporabijo za vse izdelke, ki gredo
preko maloprodajnega mesta (POS), lahko pa tudi za druge izdelke.

174

EAN 13

UPC A

Slika 2: Simbola EAN 13 in UPC

Pri izdelkih, kjer predpisane dimenzije kode EAN 13/UPC A presegajo 25% povrine prodajne
embalae, lahko proizvajalec zaprosi za prilagojene manje kode EAN 8/UPC E

EAN 8

UPC E

Slika 3: SimbolaEAN 8 in UPC E

Simbol ITF 14 je primeren za tiskanje na valovit karton.

Slika 4: Simbol ITF 14

Simbologijo GS1-128 se lahko uporablja izkljuno v sistemu GS1. Ni namenjena za oditavanje

na izdelkih, ki gredo skozi maloprodajne blagajne. To je simbologija, ki omogoa kodiranje
dodatnih informacij poleg identifikacije in je primerna za pakete, ovoje in podobne
transportno-logistine enote.

Slika 5: Simbol GS1 128

Zaporedna koda zabojnika -SSCC
Dnevno na tisoe podjetij kupi in proda na milijone izdelkov, ki so lahko kot sem e omenila,
transportirani na razline naine, kot posamezni kosi, v kartonih, na paletah, v kontejnerjih,
itd., vsaka enota je lahko sestavljena iz ene ali ve vrst izdelkov in transportirana z razlinimi
prevoznimi sredstvi. Na razlinih tokah v preskrbovalni verigi, udeleenci zahtevajo
informacije, da lahko sprejmejo, uskladiijo, komisionirajo, pakirajo in sledijo izdelke, preden
so odpremljeni na novo lokacijo ali porabljeni. Podjetja zato potrebujejo uinkovit logistien
sistem za avtomatski zajem podatkov za nadzor nad vhodni in izhodnim tokom materiala.

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Logistina nalepka
V ta namen je organizacija GS1 izdala standard za oznaevanje logistinih enot SSCC, ki ga
lahko uporabljajo vsi udeleenci v preskrbovalni verigi (proizvajalec, prevoznik, distributer,
kupec).
Danes med udeleenci v preskrbovalni verigi prevladuje elektronski nain komuniciranja (RIP
- raunalnika izmenjava podatkov). V ta namen logistine enote ali transportno-skladine
enote (TSE), ki so lahko palete, kartoni ali kontejnerji, oznaimo s tako imenovanimi
logistinimi nalepkami in s tem omogoimo vsem udeleencem v preskrbovalni verigi laje
sledenje TSE
Namen logistine nalepke je zagotoviti jasno in jedrnato informacijo o enoti na kateri se
nahaja. Poleg obvezne SSCC kode pogosto vsebuje tudi druge podatke (informacija o artiklu,
tevilka are, datum proizvodnje, rok uporabe, tea palete, ), ki so potrebni za upravljanje
logistine enote.
Logistina nalepka GS1 je sestavljena iz treh delov:

v zgornjem delu so podatki v prostem formatu (ime in znak podjetja),

v srednjem delu so podatki v loveku berljivi obliki,
v spodnjem delu pa so rtne kode, ki vsebujejo podatke iz srednjega dela.

Slika 6: Logistina nalepka

Matrina oz. dvodimenzionalna (2D) rtna koda
Kljub temu, da danes vse 2D kod popularno imenujemo kar QR kode, poznamo kar nekaj
razlinih oblik, ki so prilagojene vrsti izdelka in namenu. Glavna razlika med oblikami
prikazanimi na sliki 6 je v monosti dekodiranja. QR in DataMatrix obliko lahko dekodiramo z
odprtimi standardi, medtem ko ScanLife EZcode in Microsoft Tag proprietary le s specifinimi
njima prilagojenimi orodji.

Slika 7: Oblike 2D kode

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Leta 1994 je QR (Quick Response) kodo za potrebe Toyote razvila njena podrunica Denso
Wave. Gre za matrino oz. dvo-dimenzionalno (2D) rtno koda. Prvotno je bila koda QR
namenjena predvsem za uporabo v avtomobilski industriji, a se je kmalu pokazala kot
koristna tudi na drugih podrojih. Podjetje je e vedno nosilec patenta za to tehnologijo,
vendar se je odpovedalo pravicam. Specifikacija je bila leta 2000 potrjena kot standardISO
18004.
Danes sreamo QR kodo na/v:

izdelkih iroke potronje,

poslovnih karticah,
spletnih straneh,
brourah in knjigah,
oglasih

Lastnosti
QR koda je bila e nartovana z namenom, da bi bila hitrost branja im veja. In ne samo to,
branje podatkov je mogoe ne glede na poloaj kode glede na italnik, torej jo lahko prebere
tudi, e je obrnjena na glavo ali kako drugae.

Programirana je tako, da sama popravi od 7% do 30% pokodovanih podatkov.

Vanjo lahko zapiemo neprimerno ve podatkov kot v linearno rtno kodo, eprav je njihovo
tevilo odvisno od vrste zapisa:

numerini do 7089znakov,
alfanumerini do 4296 in
binarni do 3096 znakov.

Oblikovanje in zgradba
QR kodo se oblikuje s pomojo QR kodnega generatorja, ki izbran zapis pretvori v QR kodo.
Generatorji so na voljo tudi na spletu.

Slika 8: Zgradba QR kode

RFID (radio frequency identification) sistem oznaevanja
Pomanjkljivost oznaevanja s rtnimi kodami (eno ali dvodimenzionalnimi) je v tem, da mora
italnik videti rtno kodo, pot svetlobe med obema ne sme biti prekinjena. Torej se branje z
na ta nain oznaenega blaga ne da popolnoma avtomatizirati.
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Radio-frekvenno oznaevanje blaga omogoa avtomatino branje podatkov z doloene

oddaljenosti, brez optine vidljivosti.
Razvoj RFID sistema
Idejo o takem nainu komunikacije segajo e v as druge svetovne vojne. Razvoju teh sistemov
komuniciranja se je posebej posvetila vojska. V estdesetih letih prejnjega stoletja se zane ta
sistem tudi komercialno uporabljati kot zaita izdelkov pred krajo v trgovinah (podjetje
Knogo). 40 let po prvi zamisli se RFID sistem zane uporabljati za oznaevanje ivali,
avtomatsko plailo cestnin, za nadzor pristopa na zaitena obmoja in za kontrolo blaga. V
zadnjih letih je v veliko dravah za delovanje RFID sistema odobrena frekvenca okoli 5,8 GHz.
S tem so omogoili iro uporabo RFID sistema, zlasti v transportu in pri avtomatskem
cestninjenju.
Do nedavnega je tudi cena RFID sistema omejevala njegovo uporabo. Namre, nekaj centov za
ip, s katerim je oznaen izdelek, je za podjetja e vedno velik stroek.
Nain delovanja
RFID je elektronski postopek, s katerim lahko identificiramo in oznaujemo blago in iva bitja.
Gre za relativno enostavno tehnologijo, ki omogoa brez-kontakten prenos podatkov med
nosilcem podatkov (RFID oznako ang. tag) in RFID bralno/pisalno napravo. Za branje
podatkov ne potrebujemo vidnega polja med RFID oznako in RFID bralno/pisalno napravo.
Sistem omogoa branje vejega tevila oznak v istem asu in deluje tudi v zahtevnih pogojih
mraz, umazanija, kjer ni mogo direkten dostop.

Slika 9: Prikaz delovanja RFID sistema

Pasivna RFID oznaka

sestavljena iz elektronskega vezja in antene;

bralna naprava s svojim elektromagnetnim poljem vzbudi elektromagnetno polje RFID
oznake;
s tem se preko radijskih valov omogoi prenos podatkov, ki so zapisani na RFID oznaki;
po enakem postopku deluje tudi zapisovanje v RFID oznako.

Aktivna RFID oznaka

pasivna RFID oznaka z lastnim napajanjem;

poveamo doseg branja in prenos veje koliine podatkov.

Slika 10: RFID oznaka

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Na ta nain so danes e lahko oznaene ivali, logistine enote, biometrini potni listi,
avtomobili, itd. Konni cilj je, da za vsak proizvod oznaeno na RFID nain v vsakem trenutku
vemo kaj se z njim dogaja. S tem bi bil v preskrbovalnih verigah omogoen popoln nadzor nad
izdelki, zmanjali bi se stroki in izboljal nadzor nad kakovostjo izdelkov.
Preko biometrinih potnih listov, mobilnih telefonov in ne nazadnje tudi ipov injiciranih v
telo, al, RFID sistem oznaevanja omogoa tudi zelo uinkovit mednarodni nadzor nad
ljudmi.
Uporaba predstavljenih oblik oznaevanja v Sloveniji
EAN/UPC
Skupina Cablex je slovensko podjetje, za sistemski razvoj in dobavo elektrinih oienj ter
tehninih sistemov. Podjetje e leta uspeno sodeluje z velikimi evropskimi podjetji kot so:
Elektrolux, Bosch, Miele, BSH idr. Njihove proizvode vgrajuje v izdelke zlasti v avtomobilski
industriji in industriji bele tehnike.
Reitev, ki jo je zanje pripravilo slovensko podjetje LEOSS d.o.o. oznaevanje, ki omogoa
odlino sledljivost proizvodov. Reitev temelji na tehnologiji rtne kode.

Slika 11: Namizni tiskalnik Zebra LP 2824 z odlepljevanikom, italniki rtne kode
CipherLab 1160 CCD in roni terminali za zajem podatkov tipa Denso BHT 8000

Cablexove izdelke uporabljajo v razlinih industrijah, vgrajujejo jih tudi pod armaturne ploe
v avtomobilih, zato se nalepke, ki vsebujejo rtno kodo in ostale natisnjene podatke o izdelku,
ne smejo trgati. Zahtevana vzdrljivost etiket je do 80C. V Cablexu pravijo: Takno
oznaevanje izdelkov, v povezavi z ustrezno strojno opremo, omogoa hitro in kakovostno
sledenje. Ker delo zaradi kakovostnega sledenja poteka hitreje, je poenostavljeno tudi
odpravljanje morebitnih napak. S tem se je poveala proizvodnja in to nas je pripeljalo do
veje konkurennosti.
QR koda
Podjetje Fonda je katle svojega piranskega brancina opremilo s QR kodo. QR koda na
embalai piranskega brancina tako vsebuje podatke o izvoru in datumu izlova ribe, procesu
priprave, transportu, shranjevanju, prikazu temperature in datumu uporabe ribe.
QR koda omogoa, da potronik s pametnim mobilnim aparatom ali tablinim raunalnikom
pristopa na spletno mesto, kjer so shranjeni vsi podatki o ribi, ki jo je pravkar kupil. Gre za
najviji standard sledljivosti, v katerem je omogoeno pridobivanje, shranjevanje ter uporaba
podatkov vsem, ki sodelujejo v oskrbovalni verigi.
179

Slika 12: QR koda na katli piranskega brancina

RFID
Skupina Perutnina Ptuj d.d. je slovensko podjetje, ki s skrbjo za ravnovesje med naravo,
stoletno tradicijo in najsodobnejo tehnologijo ustvarja celovit nadzor od vhodne surovine,
preko obvladovanja vseh faz proizvodno-distribucijskega procesa do uporabnika. S tem
zagotavljajo popolno sledljivost izdelkov od njive do mize.
Z RFID sistemom v Perutnini Ptuj sledijo mesni masi. Ko voziek z mesno maso pripelje v
obmoje dosega RFID italnikov, takoj sporoi informacijo, od kod je mesna masa prila, kam
je namenjena, nain oz. transportno pot, ki naj jo meso ubere. S tem pospeijo identifikacijo
mesne mase, hkrati pa zagotavljajo njeno sledljivost od ivih ivali do prodajnih polic v
trgovinah.

Slika 13: Pametna nalepka, antena, italnik

Slika 14: Oznaevanje v proizvodnji s pametnimi nalepkami

Sklep
Sledenje poiljkam ni pomembno zgolj pri prevozu blaga, e veji pomen ima sledljivost izvora
izdelka v celotni oskrbovalni verigi. Temelj vsakega uspenega sledenja poiljk in
180

zagotavljanja sledljivosti zlasti pri blagu ivilskega izvora je ustrezno, nedvoumno

oznaevanje poiljk in blaga.
Razlini sistemi sledenja so se v zadnjih desetletjih mono razvijali. Tehnoloki razvoj je
spremljal tudi razvoj standardov sledljivosti v celotnih oskrbovalnih verigah. Med bolj
razirjenimi so standardi organizacije GS1, ki pokrivajo tako sisteme oznaevanja z eno in
dvodimenzionalnimi rtnimi kodami kot tudi RFID sistem.
Vsak od treh predstavljenih sistemov ima svoje prednosti in pomanjkljivosti. Zagotovo dri, da
je sistem oznaevanja GS1 najbolj razirjen sistem po uporabi v iroki potronji, vendar pa ga
uspeno izpodriva sistem oznaevanja z 2D kodami, ki omogoajo zapis vejega tevila
podatkov in berljivost le-teh vsakemu uporabniku pametnega telefona. Na Japonskem je QR
skoraj povsem nadomestila kode iz sistema GS1. V trenutku, ko bodo pametnim nalepkam
padla cena z 2040 amerikih dolarjev na 5 amerikih dolarjev, bo tudi ta sistem sledenja
blaga, ki ima odloilno prednost v tem, da ne potrebuje vidnega polja med pametno nalepko
italnikom, postal bolj zanimiv za iroko potronjo.
Iz primerov iz prakse vidimo, da je, kljub povedanemu, pred odloitvijo o izbiri sistema za
sledenje poiljk oz. blaga, potrebno upotevati vrsto in lastnosti blaga, potrebe proizvajalca
ter zahteve kupca. Vsi predstavljeni sistemi namre omogoajo primerljivo dobro sledenje
blagu v vsaki toki preskrbovalne verige.
Viri
1. http://www.gs1si.org
2. http://www.mojmikro.si/mreza/povedali_so/zapisano_v_crtah
3. http://www.mojmikro.si/mreza/uporabno/crtna_koda_in_njena_pot_skozi_cas
4. http://egradiva.fl.uni-mb.si/LI_UN_Evaje/sestnajsto.html
5. http://www.spica.si
6. http://www.leoss.si
7. http://sl.wikipedia.org
8. http://ecom.fov.unimb.si/studenti/Predmeti/Prezentacije/FOV_prezentacija_feb_06_elogis%20final.pdf
9. http://www.oxidian.hr
10. http://info.biz.hr/Typo3/typo3_01/dummy-3.8.0//index.php?id=492
11. http://logistika.finance.si/329145/Piranski-brancin-s-QR-kodo
12. www.zelenaslovenija.si

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Ekonomska in trgovska ola Breice, Bizeljska cesta 45, Breice, Slovenija

Nadja Ivi, B. Eng.(chemistry engineering)
Prevedla: Katja Bogovi, B. A. (English and Slovene)

SIGNIFICANCE OF GOODS IDENTIFICATION IN LOGISTICS

ABSTRACT
The article provides information on the role and significance of tracking and identification in
logistics. It gives a more detailed insight into the GS1 System, ways of coding transportstorage units, containers, tracking system utilizing GS1 with its benefits and weaknesses. QR
code is presented as a modern method of coding, which is yet setting off. It also brings an
evaluation of the RFID system of identification and its numerous strengths, especially because
a huge quantity of data can be read quickly. However, there are also weaknesses since the
costs of introducing this system are still high.
Kljune besede: logistika, sledenje, identifikacija, oznaevanje, GS 1, QR kode, RFID sistem.
INTRODUCTION
Goods tracking is of exceptional importance for manufacturers and buyers. If effective goods
tracking systems are used, including suitable goods identification and technological support,
the manufacturer as well as the buyer may determine the current location and process of
goods at any time.
Since at different points in a supply chain its participants need data about goods, in order to
accept, store, commission, package and trace them, a company needs an efficient system of
goods coding, which also includes an automatic data gathering for goods flow control. Goods
may be transported as an individual item, in cardboard boxes, wraps, on pallets, in
containers Every transportation unit can consist of homogeneous or diversified goods and
be transported by different means of transportation.
TRACKING
Tracking is defined as management of production and logistics functions, which results in
permanent contact with the tracked object. There are several reasons for the implementation
of tracking systems:

traceability of shipment, vehicles, assets,

cost control,
an insight into the history of each unit,
gaining competitive advantage,
faster responsiveness,
reduced number of mistakes,
increased trust of buyers and other participants.

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Goods can be tracked through systems of vehicle tracking, which is a less suitable form since
is no reliable information whether goods are actually in the vehicle we track. A more suitable
method is goods coding.
Coding
Accurate coding of goods is fundamental for successful logistics.
Coding is carried out in order to identify and track the goods that are the object of logistic
process. It takes place within the preparation of goods for transportation, however there are
several purposes:
it is used for identification of goods,
it enables accurate expedition and handover of goods to recipient,
it provides all the important information about goods.
Most frequently used methods of coding goods and shipments are:
use of barcodes

o linear (one-dimensional)
o matrix (two-dimensional)

RFID system

Goods coding has to be in accordance with the laid down standards, for example global
standards of GS 1 (bar code, smart/logistic tags). Compliance with legislation enables
additional information record about goods, the security of recorded data is higher, and
wireless exchange of recorded data is enabled.
Barcodes
As early as in 1948, two American engineers Joseph Woodland and Bernard Silver came up
with an idea of barcode, yet the patent was issued no early as in October 1952. The idea was
first implemented in the American army and later in NASA. But it was its introduction in retail
that triggered an unimaginable development.

Picture 1: The form of barcode as patented in 1952

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System GS1
In 1973 a UPC (Universal Product Code) system was implemented. A 12-digit numerical
barcode was used for coding articles in shops. The system was in operation in the framework
of organization UCC (Uniform Code Council). In 1977 under the auspices of organization EAN
(European Article Association, later EAN International) a compatible system (EAN code) was
introduced also in Europe. Both systems connected under the name EAN-UCC. In the middle of
2005 EAN International and UCC merged. The new organization was named GS1.
The GS1 System is an integrated system of global standards which enables efficiency in the
supply chain operations. Application of the standards provides for accurate identification of
products, transportation units, locations and services. The base of the system is represented
by a global unique identification number which promotes the processes of electronic
commerce, tracing and tracking.
The GS 1 system ensures unambiguous use of identification keys. All the GS1 standards
include at least one identification key. The GS1 System is composed of the following keys:
GTIN- Global Trade Item Number is used for identifying trade articles
SSCC - Serial Shipping Container Code is used to identify containers
GLN - Global Location Number is used to identify physical locations and legal entities
GRAI - Global Returnable Asset Identifier is used for tracking reusable package or
transport equipment that are considered an asset.
GIAI - Global Individual Asset Identifier
GSRN - Global Service Relation Number
GDTI - Global Document Type Identifier
Global Trade Item Number - GTIN
This is a number which is unique for every trade item regardless it is a product or a service.
Different symbology of barcodes is used for GTIN. The following are used most frequently:
EAN/UPC,
ITF-14,
GS1-128.
Two additional symbologies of codes have been utilized:
GS1 DataBar,
GS1 DataMatrix
4.1.1.1 Barcodes symbology
EAN and UPC symbols can be read in multiple directions. Their application is compulsory for
all the products going through the retail point of sale (POS) and may also be used for other
items.

EAN 13

UPC A

Picture 2: EAN 13 and UPC A

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For products where the mandatory dimensions of EAN 13/UPC A codes exceed 25 % of the
packaging surface a manufacturer can apply for adjusted smaller EAN 8/UPC E codes.

EAN 8

UPC E

Picture 3: Symbols EAN 8 and UPC E

T
he symbol ITF 14 is suitable to be printed directly on corrugated cartons.

Picture 4: Symbol ITF 14

The GS1-128 symbology may be used exclusively in the System GS 1. It is not intended to
identify items crossing POS. This symbology can carry additional information along with
identification and it is suitable for parcels, wraps and similar transportation-logistic units.

Picture 5: Symbol GS1 128

Serial Shipping Container Code - SSCC
Thousands of companies purchase and sell millions of products daily. However, their
transportation is carried out on different ways as single items, in cartons, on pallets, in
containers, etc. each unit may be composed of one or more kinds of products and transported
by different means of transportation. At different points in the supply chain its participants
demand data about goods in order to accept, store, commission, package and trace them
before they are dispatched to a new location or consumed. That is why companies need an
efficient logistic system enabling automatic data collection for control of inflow and outflow of
material.
Logistic label
In order to meet these needs the GS1 organization issued a standard for encoding . SSCC,
which can be used by all participants in the supply chain (a manufacturer, carrier, distributor,
customer)

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Nowadays, the prevailing way of communication among the participants in the supply chain is
electronic communication (computer exchange of data). Respectively, for logistic units, which
may be pallets, cartons or containers, logistic labels are used providing an easier tracking at
any point in a supply chain.
The objective of logistic label is to give clear and brief information about the unit to which is
attached. Along with mandatory SSCC code a unit may also contain further information
(article information, number of are, date of production, expiry date, weight of pallet..)
necessary for its handling.
The logistic label GS1 consists of three sections:
the top block contains data in free format (company name and logo),
the middle block contains human readable information,
bar codes in the lowest block represent data shown in the middle section.

Picture 6: Logistic label

Matrix or two-dimensional (2D) barcode
Although all 2D codes are nowadays popularly called QR codes, there are a few different
forms adjusted to the type and purpose of product. The possibility of decoding is the main
distinction among the forms shown in picture 6. QR and DataMatrix can be decoded with open
standards, whereas ScanLife EZcode and MicrosoftTag proprietary require specifically
adjusted tools.

Picture 7: Forms of 2D code

In 1994, a QR (Quick Response) code was developed for the needs of Toyota by its subsidiary
Denso Wave. This is a matrix or two-dimensional (2D) bar code. Initially, the code was
intended for use in car manufacturing industry, but it soon proved useful also in other fields.
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The company still holds the patent for this technology, but does not exercise the rights. The
specification was confirmed as standard ISO 18004.
Currently, the QR code is used in/on

mass market articles,

business cards,
web pages,
brochures and books,
advertising.

Characteristics
The QR code was designed to allow its contents to be decoded at high speed. What is more
data reading is possible regardless the position of code towards its scanner, so it can also be
read standing upside down. It is programmed to correct 730 % of errors.
In comparison to linear barcode, QR codes storage capacity is much bigger, although the
number of data depends on the kinds of data:
numeric up to 7089 signs,
alphanumeric up to 4296 signs and
binary up to 3069.
Design and structure
QR codes are designed by QR code generator converting selected data into a QR code.
Generators are available also on the Internet.

Picture 8: Structure of QR code

RFID (Radio Frequency Identification)
The weakness of barcodes (one- or two-dimensional) is that a scanner needs to see a
barcode and the light transmission between them cannot be broken. So gaining information
about goods coded this way can never be entirely automatised.
Radio Frequency Identification enables automatic reading of information from a certain
distance without optic visibility.

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Development of the RFID System

The ideas about his kind of communication reach into the time of World War II. Army devoted
great efforts in development of these systems of communication. The beginnings of use of this
system in commercial purposes go back in the 60s of the previous century, when it was used
as a theft protection in shops (company Knogo). After 40 years, the RFID system is used for
identification of animals, automatic paying of highway toll, access management to restricted
areas and goods control. Recently, most of the countries have approved the frequency around
5,8 GHz for operation of the RFID system, which has increased its use especially in
transportation and automatic toll collection.
Until recently the price of the RFID system has limited its use, namely a few cents for a chip
identifying a product is still a big expense for a company.
Mode of operation
RFID is an electronic procedure of goods and life forms identification and tracking. It is a
relatively simple technology of non-contact data transmission between the RFID tag and RFID
interrogator or reader. For reading information, the tag does need to be within the line of
sight of the reader. The system enables hundreds of RFID tags to be read at the same time and
withstands demanding conditions cold, dirt, non-direct access.

Picture 9: Scheme of RFID system operation

A passive RFID tag
Contains an electronic circuit and an antenna,
a RFID reader transmits an encoded radio signal to interrogate a tag - the tag uses the
radio energy transmitted by the reader as its energy source,
the tag receives the message and responds radio waves enable a transmission of
information embedded in the tag.
the same procedure is used for writing into a tag.
An active RFID tag
a battery assisted passive RFID tag,
the reading area is increased as well as the data transfer quantity.

Picture 10: RFID tag

Nowadays this system is used for identification of animals, logistic units, biometric passports,
cars, etc. The ultimate goal in the framework of RFID system is to have an access to

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information referring an individual item at any time. This would enable a full control of
products in a supply chain, costs would be reduced and quality control improved.
Through biometric passports, mobile phones and chips injected into human bodies the RFID
system unfortunately enables a very efficient international control of people.
The use of presented identification modes in Slovenia
EAN/UPC
Group Cablex is a Slovenian company for system development and supply of electric wirings
and technical systems. The company has cooperated successfully with big European
companies like: Elektrolux, Bosch, Miele, BSH, etc. Their products are installed in products in
car industry and household appliances industry.
The solution, which was prepared for Cablex by the Slovenian company LEOSS d.o.o
oznaevanje, enables an excellent traceability of products. The solution is based on barcode
technology.

Picture 11: Printer Zebra LP 2824 with a label unit, barcode scanner CipherLab 1160
CCD and hand terminal BHT 8000 Denso for capturing data

Cablex products are used in various industries; they are also installed under dashboards of
cars, so the labels containing a barcode and other printed data may not be subjected to
tearing.
The required endurance of labels is up to 80C. As quoted by Cablex This mode of product
identification supported by compatible hardware provides a fast and quality tracking. Due to
quality tracking, work is done more quickly, and moreover the elimination of potential
mistakes is simplified. As a result, increased production has led to the enhanced competitive
advantage.
QR code
Company Fonda put a QR code on the boxes of their Piran sea bass. The QR code on the
package contains information about origin and date of haul, preparation process,
transportation, storing, temperature display and best-before date.
The QR code enables a consumer using a smart mobile phone or tablet computer an access to
a web page containing all the information about the fish that has just been purchased. This is
the highest standard of traceability, supporting access, storage and use of information to all
participants in a supply chain.
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Picture 12: QR code on a box of Piran sea bass

RFID
Group Perutnina Ptuj d.d. is a Slovenian company whose dedication to keep balance between
nature, a hundred-year tradition and the most modern technology results in a complete
control from the input raw material, through management of all production-distribution
phases to consumer. A complete - from the field to the table - traceability of products is
guaranteed.
In Perutnina Ptuj the RFID system is used for tracking meat. When a trolley with meat is
within the range of RFID readers they immediately transmit information about the origin of
meat, its destination and planned transportation. The identification of meat is sped up and at
the same time its traceability from live animals to market shelves is provided.

Picture 13: Smart label, aerial, reader

Picture 14: Attaching a smart label in production

Conclusion
Tracking of shipments is important at transportation of goods, though the traceability of
origin of a product in the entire supply chain is of even greater significance. The basis of every
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successful shipment tracking and providing of traceability, especially with foodstuffs, is

accurate and unambiguous identification of shipment and goods.
In recent decades various systems of tracking have been developing enormously.
Technological development has also affected the progress of tracking standards in entire
supply chains. One of the most widely spread are standards of GS1 organization
encompassing one- or two-dimensional barcodes identification systems as well as RFID
system.
Each of the presented systems has its strengths and weaknesses. The GS1 System of
identification is certainly most widely used in mass market, though it is being successfully
superseded by the system of 2D codes, enabling a bigger data capacity and data access
available to every user of a smart mobile phone. In Japan the QR has almost completely
substituted the GS1 System codes. As soon as the price of smart labels drops from $2040 to
$5, this system of goods tracking, whose main advantage is that a label is not required to be in
line of sight of the reader, will become more interesting for mass market.
Referring to the practical examples we can make a conclusion, that, in spite of what was said,
before taking a decision on the choice of system for shipments or goods tracking several
things have to be considered: type and characteristics of goods, needs of manufacturer and
requirements of buyer. All presented systems enable comparably good goods tracking at
every point of supply chain.
Sources
13. http://www.gs1si.org
14. http://www.mojmikro.si/mreza/povedali_so/zapisano_v_crtah
15. http://www.mojmikro.si/mreza/uporabno/crtna_koda_in_njena_pot_skozi_cas
16. http://egradiva.fl.uni-mb.si/LI_UN_Evaje/sestnajsto.html
17. http://www.spica.si
18. http://www.leoss.si
19. http://sl.wikipedia.org
20. http://ecom.fov.uni-mb.si/studenti/Predmeti/Prezentacije/FOV_prezentacija_
feb_06_elogis%20final.pdf
21. http://www.oxidian.hr
22. http://info.biz.hr/Typo3/typo3_01/dummy-3.8.0//index.php?id=492
23. http://logistika.finance.si/329145/Piranski-brancin-s-QR-kodo
24. www.zelenaslovenija.si

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AVTOSOOBRAAEN UILIEN CENTAR

Boro Petruevski - Skopje
Nikole Spasovski dipl. soob.in

TEST KAJ VOZILATA PREVENTIVNA MERKA ZA PODOBRA KONSTRUKCIJA

NA VOZILATA
APSTRAKT
Vo period od 50 godini, vo zemjite lenki na EU nastradaa nad 2 miliona lica i okolu 1
milion bea povredeni vo soobraajni nezgodi to praktino ima svoevidna vojna po ulicite, no
denes ovaa brojka drastino se namali za okolu 50% blagodarenie na zaednikiot trud i napor
na proizvoditelite i raznite test programi kako to e Evropskiot NCAP programa za
bezbednost na vozilata. Programata e proektirana da ja ohrabri industrijata da proizveduva
pobezbedni vozila. Vo samata Euro NCAP programa e se zapoznaeme so raznite naini na
izveduvanje na simulirani sudari i metodologii na sudarni testovi.
So vgraduvanjeto na razlinite uredi i sistemi vo vozilata kako to se: ABS, EBS, ESPsistemite, raznite radarski sistemi, alarmni uredi, vgradeni kameri, vozduni perniinja vo
sprega so sigurnosnite pojasi i drugi preventivni i zatitni merki proizveduvaite gi
zatituvaat site uesnici vo soobraajot kako i vozaite na motornite vozila, no da ne go
zaboravime faktot deka sostojbata na sistemot zavisi od spregata na ovek-uesnik vo
soobraajot; vozilo, pat i okolina (opkruzuvanje), to pretstavuva edna golema hierarhija na
megusebna interakcija; koga se narueni odnosite vo sistemot odnosno poradi
neusoglasenosta na edniot od elementite vo navedeniot sistem so ostanatite elementi od
sistemot, doaga do soobraajna nezgoda.
Bezbednosta vo soobraajot na patitata e mnogu vaen element i n zagrizuva site nas
vrz kvalitetnoto ziveenje vo edno optestvo; ne e dovolno samo test programi i proizvoditelite
na vozila za bezbednosta vo soobraajot tuka ne zastanuvaat, tuku treba site javni i privatni
institucii da se vkluat vo ovaa problematika za podobra i pobezbedna idnina na site nas.
1. VOVED
Euro NCAP (European New Car Assessment Programme) e sredstvo za potrouvaite
to se odnesuva na bezbednosta od udar na vozilo. Programata isto taka promovira i drugi
bezbednosni golemini, i im ovozmozuva na proizvoditelite na avtomobili da se fokusiraat na
bezbednosta. Ovaa studija koja kako osnova gi ima realnite sluuvanja od sekojdnevniot zivot,
sudar na avtomobil so avtomobil, sudar na avtomobil so peak itn. Pokazuva deka
bezbednosnite pokazateli, dobieni od test-sudarot, pretstavuvaat solidna osnova za
proektiranje na novi elementi kaj vozilata, koga e vo praanje prevencijata na nezgodi i
namaluvanje na posledicite od nezgodite. Rangiranjeto na avtomobilite od aspekt na
bezbednosta vo soobraajot, soglasno rezultatite dobieni od testirawata se vri so ,,zvezdiki.

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Avtomobilite so etiri ili tri zvezdiki se proseno 30% pobezbedni, sporedeno vo odnos
so avtomobilite so dve zvezdiki, ili avtomobilite bez evropski NCAP rezultati od testiranje vo
sudar na avtomobil so avtomobil.
2. SUDARNI TESTOVI NA VOZILA
Sudarnite testovi so vozila se nain da se odredi dali se celosno implementirani
zatitnite merki vo novite avtomobili. Euro NCAP programa na testiranje na sudari bee
definirana vo 1996 godina. Od toga pa s do 2000 godina, bile testirani 64 razlini modeli na
avtomobili, pri to rezultatite od testot bile javno prezentirani. Avtomobilite bile testirani so
simulacija na preden i stranien sudar. Moznosta za test simulacija, sudar na vozilo vo stolb,
isto taka bila prezentirana vo 2000 godina. Vo ova godina definirani se i test ispituvanjata na
sudar na vozilo so peak. Ovaa studija gi prezentira rezultatite za odnesuvanjeto na vozaot i
sovozaot vo test simulacijata.
Celta na Euro NCAP testot za sudari e dvostrana. od edna strana se ovozmozuva
objektivna informacija za kupuvaite na avtomobili, za stepenot na bezbednost na
avtomobilot, a od druga strana, i industrijata za proizvodstvo na avtomobili dobiva pokazateli
za potrebata od idni usovruvanja na avtomobilite od aspekt na bezbednosta. Sudarnite
testovi se nain da se dobijat rani indikacii za bezbednosnoto nivo na novite avtomobili. Koga
avtomobilite se na pazarot, vo tekot na eksploatacijata, se dobivaat realni pokazateli za
zatitnoto nivo na avtomobilot.
Euro NCAP koristi zvezdi za da se indicira bezbednosnoto nivo na voziloto.
Kombiniranata zvezda gi pokzzuva rezultatite na zatita od preden i boen sudar zaedno.
Moze da se postignat maksimalno 34 poeni od testiranjata, i toa: so dodavanje na 16 poeni za
elni sudari i 18 poeni za boni sudari.
Cel na rezultatite od testiranjata e da se simuliraat uslovi za realni soobraajni nezgodi,
so to dobienite reazultati najdobro e go definiraat stepenot na bezbednost na avtomobilot
vo realni soobraajni uslovi. Se razbira deka nitu eden test ne e vo moznost realno da gi
simulira site tipovi na sudari koito nastanuvaat vo realnosta, kako i posledicite od istite. Od
druga strana, bi trebalo da ima dobra korelacija megu rezultatite od Euro NCAP testot, i
bezbednosnite pridobivki vo soobraajnite nezgodi.
Celta na ispituvanjata ovozmozuva generiranje na novi statistiki metodi za obrabotka
na podatocite, za povredeni, nastradani, rizini situacii itn., so to se ovozmozuva klasifikacija
na vozilata spored stepenot na rizik.
3. OBJASNENIE NA TEST PROCEDURITE
Denes, mnogu povee od porano, bezbednosta prodava avtomobili. Za kupuvaot na
avtomobil toa e kluniot element od odlukata za kupuvanje. Bitno e i potrouvaite da moze
da dobivaat sigurni i precizni komparativni informacii to se odnesuva na bezbedni
performansi od individualni modeli na avtomobili.
So zakon site novi modeli na avtomobili moraat da pominat odreden bezbednosen test
pred prodazba. No, zakonodavstvoto obezbeduva minimalen utvrden, vostanoven zakonski
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bezbednosen standard za novi avtomobili. Toa e i celta na Euro NCAP - da gi ohrabri

proizvoditelite da gi nadminuvaat ovie minimalni baranja. So navedenite primeri e
objasnime kako se izvedeni razlinite sudarni testovi i kako se dostignati bezbednosnite
ocenki.
3.1. STRANIEN UDAREN TEST
Silata na udarot se dvizi so brzina od 50 km/h (30 mili/h). kolikata so deformirako
elo e vturnata kon vozakata strana od avtomobilot za da simulira stranien udar.

Slika 1: Stranien udaren test so kolika so deformirako elo.

Otituvanjata zemeni od kuklata-voza se upotrebeni vo procenuvanje na zatitata.

Zatita:

Dobra
Dovolna
Nezadovolitelna
Slaba
loa
Slika 2: Zatita vo procenuvanje na kukla-voza

3.2. ELEN UDAREN TEST

elniot udaren test e vo osnova razvien od Evropskiot komitet za zgolemena bezbednost
na vozilata vrz osnova na zakonodavstvoto.
Kaj elniot udar voziloto se dvizi so brzina od 64 km/h (40 mili/h). Avtomobilot udira
vo deformiraka prepreka to se naoga izmestena od srediniot del na voziloto.

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Slika 3: elen udaren test vo deformiraka prepreka to se naoga od srediniot del na

voziloto.

Otituvanjata zemeni od kuklata se upotrebeni vo procenuvanje na zatitata na prednite

vozrasni patnici.

Zatita:

Dobra
Dovolna
Nezadovolitelna
Slaba
Loa
Slika 4: Zatita vo procenuvanje na kukla-voza.

3.3. PEAKI UDAREN TEST

Se sproveduva serija na testovi, vkluuvaji deca i vozrasni peaci, kade udarot se
sluuva pri brzina od 40 km/h (25 mili/h). Udarnite toki se procenuvaat i stepenuvaat so
dobro, slabo i loo. Kako i drugite testovi, ovie se osnova na Evropskiot komitet za zgolemena
bezbednost na vozilata.

Slika 5: Vozilo vo peaki udaren test.

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Legenda:

Dobra
Dovolna
Nezadovolitelna
Slika 6: Legenda na vozilo pri peaki udaren test.

3.4. TEST PRI UDAR VO STOLB

Nezgodite sami po sebe se razlikuvaat od drzava do drzava vo Evropa, no priblizno edna
etvrtina od site seriozni i fatalni povredi se sluuvaat kako vnatreni udari. Mnogu od ovie
povredi se pojavuvaat koga edniot avtomobil udira stranino vo drugiot avtomobil. Za da se
ohrabrat proizvoditelite da postavat naprava za zatita na glavata, optimalen stolb ili zatita
na glavata, moze da se izvede test, kade se postaveni zatitni karakteristiki. Pri stranien udar,
vozdunite perniinja pomognuvaat vo zatita na glavata so obezbeduvanje na ublazen efekt i
zatita na vozaot od izletuvanje niz vetrobranskoto staklo. Vo testot avtomobilot e vturnet
nastrana so 29 km/h (18 milji/h) vo statien stolb. Stolbot e relativno tesno graden i mal, to
znai deka ima golemo probivanje vo straniniot del od avtomobilot. Pri udar bez zatitni
vozduni perniinja na glavata, glavata na vozaot moze da bide udrena od strana na stolbot
so dovolna sila da predizvika fatalni povredi na glavata. Straninite udari so zatitni vozduni
perniinja na glavata go pravi ovoj vid sudar pobezbeden, so to vozaot moze da prezivee i
pokraj jainata na udarot.

Slika 7: Vozilo pri test na udar vo stolb

4. ZAPOZNAJ GI VOZAITE
Hibrid III i Euro SID II imaat iskuseno nekolku sudari od prva raka. Nivnata uloga e bitna
i neophodna za simulacii na soobraajni nezgodi. Simulaciite se pravat so voza i patnik vo
voziloto za da se obezbedi celosna slika za povredite od sudarot. Hibrid III i Euro SID II ne se
196

obien patnik i voza. Tie se od zelezen kostur, gumena koza, napolneti so uvstvitelna
oprema. Za da se napravi edna kukla potrebni se 100 000 funti.

Slika 8: Hibrid III Dizajniran da sobira

podatoci od elen udar

Slika 9: Euro SID II Sobira stranini udarni

podatoci so razlini instrumenti

4.1. to kuklite znaat

Kuklite obezbeduvaat bitni pretpostavki od ona to e se slui pri sudarot. Naite anatomski
ekstremiteti gi objasnuvaat izvorite i potekloto na informaciite t.e. podatocite.
Glava: glavata e napravena od aluminium i pokriena so gumeno tkivo. Vnatre ima brzinometri
koi se postaveni po desnite agli. Sekoj od niv obezbeduva podatoci za silata i brzinata na koi
mozokot e izlozen pri sudar.
Vrat: karakteristini merni napravi to detektiraat svitkuvanje, istegnuvanje i napon od silata
na vratot, pri to glavata e ,,frlena nanapred i nanazad za vreme na udarot.

Slika 10: Prikaz na vrat od kukla.

Race: vo racete nema nikakvi napravi. Vo sudarniot test racete ,,letaat,ukaat naokolu vo
nekontroliran pravec i iako serioznite povredi se poretki, teko e da se obezbedi dobra zatita
za niv.
Graden ko (preden udar): na Hibrid III zeleznite rebra se postaveni so oprema to go
zabelezuva deformiranjeto na gradniot ko pri elen udar. Povredite na gradniot ko
nastanuvaat dokolku silata na udarot e nasoena kon gradite.

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Graden ko (stranien udar): straniniot udar na kukla Euro SID II ima poinakov graden ko
od drugite, i tri rebra se opremeni da ja zabelezat kompresijata na gradite i brzinata na
kompresijata.

Slika 11: Prikaz na graden ko od kukla

Abdomen: Euro SID II e opremen so senzori da registrira sila to moze da predizvika
abdominalni povredi.
Karlica: Euro SID II ima oprema postavena na karliniot pojas. Tie registrirat stranini sili to
moze da predizvikaat frakturi, puknatini ili zglobni isauvanja.
Natkolenica: na Hibrid III, ovaa oblast e sostavena od karlica, butna koska i koleno. Polnite
kelii vo butnata koska obezbeduvaat podatoci za elen sudar so ednakvi mozni povredi na site
delovi, vkluuvaji go zglobot na kolkot to moze da nastrada so puknatini i isauvanje.
akata na kolenoto e upotrebena da se meri silata prenesena niz kolenata na kuklata,
osobeno ako udira vo dolniot del od asijata.
Potkolenica: opremata e postavena vnatre vo nozete na kuklata mereji svitkuvanje,
kompresija i napnatost, dozvoluvaji procenka na rizini povredi do tibija i fibula koska
(povrzuvaji go kolenoto so gluzdot).
Stapala i gluzdovi: napravena e procenka za rizik od povredi od elen udar so merni
iskrivuvanja i so zadno dvizenje na vozakiot prostor za nozete.

5. ZAKLUOK
Sudarnite testovi mnogu pridonesoa za podobruvanje na bezbednosta t.e. zatita od
sudari (nezgodi) koito se odnesuvaat na inzenerskite karakteristiki koito gi namaluvaat
zagubite koga e nastane nezgoda i na prevencija na soobraajni nezgodi - merkite koito
imaat cel da go spreat nastanuvanjeto na nezgodata. Tie mozat da bidat od inzenerska ili od
odnesuvaka priroda. Evropskata NCAP programa ovozmozuva proizvoditelite na avtomobili
da se fokusiraat na bezbednosta. Denes, so zakon, site novi modeli na avtomobili mora da
pominat odreden bezbednosen test pred prodazba blagodarenie na test programata.
Rangiranjeto na avtomobilite se vri so zvezdiki - maksimalen broj na zvezdiki to moze da
dobie eden avtomobil e pet. So toa go dostignuva relativniot vrv na bezbednosta vo
soobraajot.
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Svedoci sme na razlini simulirani sudarni testovi od vozila, pa s do kukli, so cel

prevencija na nezgodi i namaluvanje na posledicite od nezgodi i povredi. I pokraj faktot na
zgolemeniot broj na vozila vo soobraajot, brojot na soobraajni nezgodi opaga. Golema
zasluga za toa mu pripa|a na zaednikot trud i zgolemenata svest na proizvoditelite, kako i na
metodologijata na raznite test programi. So primena na novata tehnika i golemiot napredok
vo elektronikata se doaga do t.n. inteligentno vozilo so cel postignuvanje na pogolema
bezbednost na uesnicite vo soobraajot.

KORISTENA LITERATURA
www.swedish study.com
www.euroncap.com
www.crash test.com
www.bezbednost.com

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AVTOSOOBRAAEN UILIEN CENTAR

Boro Petruevski - Skopje
Nikole Spasovski graduated traffic engineer

VEHICLES CRUSH TEST

PREVENTIVE MEASURES FOR BETTER CONSTRUCTIONS OF THE VEHICLES
ABSTRACT
In the period of 50 years, in the EU country members over 2 million people have been
killed and 1 million injured in the traffic accidents, which gives a picture for a kind of a war on
the streets, but today these numbers have drastically been reduced, for about 50% thanks to
the join efforts of the manufactures and different test programs as European NCAP program
for safety of the vehicles. This program has been project to encourage the industry in
production of safer vehicles. Euro NCAP will introduce us with the different ways of
performance of simulated crushes and methodologies of the crush tests.
With the installation of different devices and systems into the vehicles such as: ABS,
EBC-systems, different radar systems, alarm devices, installed cameras, air bags with the
safety belts and other preventive and protective measures, the manifactures protect all the
participants in the traffic as well as the drivers of the motor vehicles, but we should not forget
the fact that the condition of the system depends of cohesion between the man-participant in
the traffic , the vehicle, the road and the environment(surrounding), which represents certain
hierarchy of mutual interaction; in case of violation of the relations in the system due to
misbalance of at least one of the elements in the system , traffic accidents occur.
Traffic safety on the roads is very important element and it concerns all of us and the
quality if living in one society; test programs are not enough and the producers of the vehicles
do not stop here. In relation to this, it is also very important to involve all the public and
private institutions in the problems of safer and better future for all of us.
1. INTRODUCTION
Euro NCAP (European New Car Assessment Programme) is a mean for the customers
related to safety from vehicle crash. The program also promotes other safety measures and
allows the manufactures of the vehicle to focus on the safety. This study has the real
happenings in the life as basics, crush of vehicle with vehicle, crush of vehicle with pedestrian
etc. and shows that the safety indicators , gained from the crush test, represents solid ground
for projection of new elements for the vehicles, concerning prevention of accidents and
reducing the consequences of the accidents. The ranking of the vehicles from the aspect of
safety in the traffic, in accordance with the results gained by the tests is being done with
stars
The cars with four or three stars are in average 30% more secure, in comparison with
the two stars cars or cars without European NCAP results from crush test of vehicle with
vehicle.
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2. VEHICLE CRUSH TEST

Vehicle crush test is mechanism to determinate weather the protective measures for
the new vehicles are being fully implemented. EURO NCAP program for crush tests has been
defined in 1996. Since then until 2000, 64 different models of vehicles have been tested and
the results presented in public. The cars were tested with simulation of front and side impact.
The possibility for test simulation, side pole crash, has also been presented in 2000. The
results of pedestrian protection have been also presented the same year. This study presents
the results of the behavior of the driver and the co driver in the test simulation.
The purpose of the euro NCAP crush test is two-sided. On one side it allows objective
information for the buyers of the vehicles, for the degree of the car safety, and on the other
side, the industry for production of vehicles gains information for the need of further
improvement of the car from the aspect of safety. The crush tests are mechanism to receive
early indicators of the safety level of the new cars. When the cars are on the market, during
the exploitation, the real indicators of the safety level are received.
EURO NCAP uses stars to indicate the safety level of the car. The combine star shows
the results of protection from front and side impact jointly. 34 points maximally can be
achieved by testing: with adding 16 points for front crashes and 18 points for side crashes.
The purpose of the results from testing is to simulate conditions of real traffic
accidents; consequently the results will define in the best way the degree of car safety in real
traffic conditions. Certainly, no test can ever simulate realistically all types of crashes which
can occur in the reality, as well as the consequences. On the other side, there should be good
correlation between Euro NCAP tests and the safety benefits from traffic accidents.
The purpose of the audit generates new statistic measures for data processing, for the
injured, killed, risky situation etc., which allows classification of the vehicles by the risk level.
3.

EXPLANATION OF THE TEST PROCEDURES

Today, much more than ever, the safety sales cars. For the buyer of car it is a key
element for their purchasing decision. It is important for the customers to receive reliable and
accurate comparative information concerning the safety performances of the individual car
models.
By law all new car models must pass certain safety test before they are sold, but the
legislation provides a minimum determinate, established safety standard for the new cars.
The aim of Euro NCAP is to encourage manufactures to exceed these minimum requirements.
With the pointed examples we will explain different crush tests and how the safety ranking
has been reached.

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3.1. CAR TO CAR SIDE IMPACT

The power of the impact moves takes place at 50 / (30 mph). The stroller with the
deformable barrier is pushed towards the drivers side of the car in order to simulate side
crash.

Picture 1: Side impact with stroller and deformable barrier

Readings taken by dummy-driver is used to assess the protection
Protection :

Good
Adequate
Marginal
Weak
Poor
Picture 2: Protection in assessment of dummy-driver

3.2. FRONTAL IMPACT

Frontal impact test is based on that developed by European Enhanced Vehicle-safety
Committee as basis for legislation, but impact speed has been increased by 8 km/h..
Frontal impact takes place at 64kph (40mph), car strikes deformable barrier that is offset.

Picture 3: Frontal impact with deformable barrier in the middle part of the vehicle.
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Readings taken from dummies are used to assess protection given to front adult
passengers.

Protection:

Good
Adequate
Marginal
Weak
Poor
Picture 4: Protection in assess of dummy-driver .
3.3. PEDESTRIAN PROTECTION
A series of tests are carried out to replicate accidents involving child and adult
pedestrians where impacts occur at 40kph (25mph). Impact sites are then assessed and rated
fair, weak and poor. As with other tests, these are based on European Enhanced Vehicle-safety
Committee guidelines.

Picture 5: Pedestrian protection

Legend:

Good
Adequate
Marginal
Picture 6: Vehicle at for pedestrian protection
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3.4. POLE SIDE IMPACT

Accident patterns vary from country to country within Europe, but approximately a
quarter of all serious-to-fatal injuries happen in side impact collisions. Many of these injuries
occur when one car runs into the side of another or into a fixed narrow object such as a tree or
pole.
To encourage manufacturers to fit head protection devices, pole test may be performed,
where such safety features are fitted. Side impact head or curtain airbags help to protect the
head and upper torso by providing a padding effect and by preventing the head from passing
through the window opening. In the test, the car tested is propelled sideways at 29kph
(18mph) into a rigid pole. The pole is relatively narrow, so there is major penetration into the
side of the car. In an impact without the head protecting airbag, a driver's head could hit the
pole with sufficient force to cause a fatal head injury.
A side impact airbag with head protection makes this kind of crash survivable despite
the severity.

Picture 7: Vehicle at pole side impact

4.

MEET THE DRIVERS

Hybrid III and ES-2 have experienced dozens of crashes first-hand. Their role is vital:
the accident simulations rely on having a driver and passenger aboard to provide a full picture
of likely injuries in a crash. Hybrid III and ES-2 are no ordinary driver and passenger: these
are steel-skeletoned, rubber-skinned dummies packed with sensing equipment. To build, they
each cost in excess of 100,000.

204

Picture 8: Designed to gather data

from frontal impacts

Picture 9: Gathers side-impact data

from various instruments

4.1. What dummies know

Dummies provide vital clues to what happens in a crash. Our limb- by-limb anatomy guide
explains how data is sourced.
Head
The head is made of aluminium and covered in rubber 'flesh'. Inside, three accelerometers are
set at right angles, each providing data on the forces and accelerations to which the brain
would be subjected in a crash.
Neck
Features measuring devices to detect the bending, shearing and tension forces on the neck as
the head is thrown forwards and backwards during the impact.

Picture10: Neck
Arms
Neither arm carries any instrumentation. In a crash test, the arms flail around in an
uncontrolled way, and although serious injuries are uncommon, it is difficult to provide
worthwhile protection against them.
Chest (front impact)
Hybrid Ill's steel ribs are fitted with equipment that records deflection of the rib cage in the
frontal impact. Injuries result if forces exerted on the chest, such as from the seat belt are too
great.
205

Chest (side impact)

The side-impact dummy, ES-2, has a different chest from the others and three ribs are
instrumented to record compression of the chest and the velocity of this compression.

Picture 11: Chest

Abdomen
EuroSID II is equipped with sensors to record forces likely to cause abdominal injury.
Pelvis
EuroSID II has instruments fitted in its pelvic girdle. They record lateral forces that may result
in fractures or hip-joint dislocation
Upper Leg
In Hybric III, this area is made up of the pelvis, femur (thigh) and knee. Load cells in the femur
provide data in frontal impacts on likely injury to all sections, including the hip joint which
can suffer fractures and dislocations. A 'knee slider' is used to measure forces transmitted
through the dummy's knees, particularly if they strike the lower facia.
Lower Leg
Instruments fitted inside the dummies' legs measure bending, shear, compression and
tension, allowing injury risks to the tibia (shin-bone) and fibula (connecting knee to ankle) to
be assessed.
Feet and Ankles
Assessment of injury risk in the frontal impact is made by afterwards measuring distortion
and rearward movement of the driver's footwell area.

206

5.

Conclusion

Crush test gave major contribution for improvement of safety or for protection from
crushes which refers to the engineering characteristics for reducing the lost during accident
and for accidents prevention. European NCA program provide the car manufactures to focus
on safety. Today by law all new car models must pass certain test before they are sold, thanks
the test program. The ranking of the cars is done with stars-maximum number of stars one
car have is five. With five stars the car achieves the relative top in the traffic safety.
We witness different simulation of crush tests with vehicle and dummies, in order to
prevent the accidents and reducing the consequences of accidents and injuries.
Besides the fact that the numbers of vehicles in traffic has increased, the number of
traffic accidents reduces. This is due to the joint efforts and increased conscience of the
manufactures, as well as the methodology of different test programs. With the
implementation of the new techniques and huge progress in the electronics, so called
intelligent vehicle arrives in order to achieve better safety for the participants in the traffic.

Used literature
www.swedish study.com
www.euroncap.com
www.crash test.com
www.bezbednost.com

207

C Celje, ola za storitvene dejavnosti in logistiko Celje

Petra Seli, prof. nemkega jezika in knjievnosti

VARNO V PROMET PO NEMKO - SPOZNAVANJE IN IZDELAVA PROMETNIH

ZNAKOV PRI POUKU NEMKEGA JEZIKA
POVZETEK
Dojemanje in razumevanje temeljev varnosti v cestnem prometu ima na nai oli velik pomen,
saj dijake ves as vzgajamo in pouujemo v duhu: mobilno a varno v cestnem prometu.
Gibanje in mobilnost e posebej povezujemo z mladostniki :bodisi kot peci ali pa kolesarji,
motoristi, uporabniki rolerjev ali javnih prevoznih sredstev so namre ves as prisotni v
cestnem prometu.
V okviru projektnega dne smo se odloili, da bomo ta dan namenili cestnoprometnim
predpisom oz. prometnim znakom. S pomojo IKT ter unih listov dijaki praktino iejo
odgovore na konkretno zastavljena vpraanja povezana z varnostjo v prometu. Z razpravo
uitelj poudarja kritino razmiljanje o varnosti v prometu. Dijaki pa aktivno razmiljajo tudi
o monostih zmanjevanja prometnih nesre. Usvojeno znanje tega dne nato skuajo
vsakodnevno uporabljati kot aktivni udeleenci v prometu na poti v olo.
Kljune besede: projektni dan, varnost v cestnem prometu, prometni znaki
1 Utemeljitev projekta
Pri projektnem delu smo se osredotoili na izdelavo prometnih znakov. S konnimi izdelki
smo ob koncu projektnega dne okrasili e uilnico. Zelo pomembno je, da dijaki sami izdelajo
nek izdelek, saj takno samostojno delo dviguje njihovo samozavest ob ugotovitvi, da so
izdelek sami izdelali. Poleg tega, pa se pri takni vrsti pouka zelo veliko nauijo. Spodbujamo
samostojno in timsko delo. V asu projektnih dni pa e posebej stopi v ospredje
medpredmetno povezovanje. Tukaj smo povezali nemki jezik s predmetom varnost v
cestnem prometu.
Namen naega projektnega dne je bil preveriti, kako dobro dijaki poznajo prometne znake,
prouevanje uinkov prometnih znakov na udeleence v prometu ter dijake spodbuditi k
razmiljanju o vsakodnevni nevarnosti, ki nanje prei na poti v olo ali na splono v prometu
samem.

2 Predstavitev projekta
Projektni dan je bil sestavljen iz ve faz: dijaki so brali, reevali anketo in delovne liste, sledila
je razprava, uporaba IKT v zvezi z nao temo in ob koncu je sledilo e izdelovanje prometnih
znakov v nemkem jeziku. Z izdelanimi prometnimi znaki smo nato okrasili e uilnico. Uila
208

in pripomoki so bili kakovosten bel risalni papir, tempera barve, flomastri, anketa, delovni
listi ter spletne strani na temo: prometni znaki.
Medpredmetno smo se povezovali s predmetom Varnost v cestnem prometu.

2.1. Anketa
Ob zaetku projektnega dne dijakom vedno najprej ponudimo kratko anketo. Na tem
projektnem dnevu so reevali anketo z naslednjimi vpraanji:
1. Na poti v olo sem udeleen v prometu kot:
a) peec
b) sovoznik
c) udeleenec javnega prometa (vlak, bus)
2. Prometne znake poznam:
a) da, v celoti
b) da, a ne vseh
c) ne poznam
3. Imam e narejen vozniki izpit za:
a) motorno kolo
b) avto
c) ne, nimam e voznikega izpita
4. Misli, da se bo danes veliko nauil in bo to znanje uporabil tudi v prometu?
a) da, vsekakor
b) ne
c) ne vem

2.1.1. Rezultati ankete

Anketo je reilo 41 dijakov. Odgovori pa so bili sledei:
Odgovori na vpraanje tev.1:

Odgovori na vpraanje tev. 2:

0
8

2
3

3
27
33

209

Odgovori na vpraanje tev. 3:

Odgovori na vpraanje tev. 4:

17

24

1
2

0
38

2.2 Reevanje unih listov

Dijaki so reevali uni list v zvezi s prometnimi znaki.

2.3 Uporaba IKT

Dijaki so s pomojo spodaj navedenih spletnih strani preizkuali svoje znanje s podroja
prometnih znakov:

www.openwebschool.de/04/sk/0005/00.html
www.jeder.at/verkehrszeichenquiz.jsp

2.4 Izdelava prometnih znakov v nemkem jeziku in okrasitev uilnice

210

Okraena uilnica

3 Makro priprava

VARNO V
PROMET PO
NEMKO

dopolnitev
znanja

anketa

prometni znaki

vrste
(izrpno)

uni listi

uporaba IKTvaje na spletu

(prometni
znaki)

pomen
(izrpno)

Izdelava
prometnih
znakov
(poljubna
izbira)

VREDNOTEN
JE

211

4 Mikro nart
V mikro nartu natanno predvidimo potek dela in naloge, ki jih bomo med projektom
opravili.

KAJ?

KAKO?
KJE?
KDAJ?

KDO?

S IM?

ZAKAJ?

1. delna naloga

2. delna naloga

3. delna naloga

UVOD V PROJEKTNI DAN

IZDELOVANJE PROMETNIH
ZNAKOV

OKRASITEV UILNICE

nartovanje poteka
projektnega dne
anketa
uporaba IKT
kratko preverjanje znanja

izbira materiala in orodja

izdelovanje prometnih
znakov

- ovrednotenje izdelkov

z skupnim delom
s pomojo uitelja,
soolcev

s timskim delom
s kreativnostjo

v uilnici

z lastnim delom
s kreativnostjo
s posluanjem,
raziskovanjem,
opazovanjem
v uilnici

projektni dan

projektni dan

v asu projektnega dne

dijaki
prof. nemkega jezika

dijaki
prof. nemkega jezika

dijaki
prof. nemkega jezika
ostali uitelji in
ravnateljica

z razlinimi papirnimi
gradivi (anketa, UL)
s spletom
s testom
spodbujati dijake k
razmiljanju o pomenu
varnosti v cestnem
prometu,
spodbujati dijake k
doslednemu upotevanju
prometnih znakov,
seznaniti se z razlinimi
vrstami prometnih znakov
narediti samostojen
izdelek na to temo

z uporabo usvojenega
znanja

z izdelki

spoznati in se nauiti
pomen prometnih znakov
narediti izdelek, ki bo ves
as na ogled v asu pouka
tudi drugim dijakom

pokazati ostalim dijakom,

uiteljem, ravnateljici, kaj
smo izdelali in kaj smo se
nauili tekom celega
projekta

urejanje prostora
povabila uiteljem in
ravnateljici na ogled
izdelkov

- v uilnici

5 Realizacija projekta
Predstavljeno delo smo izvedli v asu projektnega dne. To pa zato, ker imajo dijaki v asu
projektnega dne na razpolago sedem unih ur nemkega jezika. V asu projektnega dne
teimo k samostojnemu in timskemu delu dijakov, dijaki sami izdelajo nek izdelek na katerega
212

so ob koncu dne zelo ponosni. Uitelj ta dan igra pasivno vlogo. Seveda pa mora uitelj biti
temeljito pripravljen za projektni dan. Uitelj uencem najprej predstavi temo projektnega
dne. Uitelj nato dijake pripravi za timsko delo, sestavi skupine in poda navodila. Po
opravljeni nalogi sledi skupno vrednotenje izdelkov. Oceno izdelka zdruimo z doseeno
oceno kratkega preverjanja znanja.
6 Zakljuek
Projektni dan je dan, kjer lahko uresniimo svoje ideje in svoje znanje pokaemo tudi v obliki
nekega samostojno opravljenega izdelka. Tako pri nemkem jeziku na ta dan nastajajo
slikovni slovarji, slovarji strokovne terminologije ali pa izdelki povezani na temo promet, kot
sem to predstavila tukaj. Smo ola, ki izobrauje med ostalim tudi za poklic logistini tehnik.
Skupnih sedem ur tujega jezika nam na ta dan omogoa, da izdelamo nek izdelek, kar je pri
rednih urah nemogoe izvesti. Projektno uno delo je kot vemo pot uenja preko lastnih
izkuenj, dela, ustvarjalnosti, inovativnosti in ima trajne pozitivne uinke. Dijaki so na ta dan
izredno motivirani, saj samostojno izdelajo izdelek v tujem jeziku in tudi vsi doseejo
zastavljene cilje. Nanj so ponosni, kot so ponosni na svoje izdelane prometne znake, ki sedaj
krasijo njihovo uilnico.
Literatura
-

tabela na strani 4 : datoteka: Primer_slo.doc (last: zptu Slovenije)

slike last Petre Seli
zrs: Katalog znanja 2. tuji jezik SPI (o projektnih dneh)
spletne strani: www.openwebschool.de/04/sk/0005/00.html
www.jeder.at/verkehrszeichenquiz.jsp

213

The School Centre Celje, Secondary School for Service Activities and
Logistics Celje
Petra Seli, prof.

TRAFFIC SAFETY IN GERMAN RECOGNIZING AND CREATING TRAFFIC

SIGNS AT GERMAN LESSONS
ABSTRACT

Comprehension and understanding of basics of security in road traffic takes an important role
at our school. Students are raised and taught in the spirit of the following thought - Mobile but
safe way in road traffic. Activity and mobility are specially connected with young people as
pedestrians or cyclists, motor bikers, roller skaters or users of public means of transport,
these ways they are present in traffic all the time.
We decided to deal with traffic rules and traffic signs during the day of project work. Concrete
questions about traffic safety are answered with the help of computers and working sheets.
Teacher tries to emphasise critical ways of thinking about traffic safety, students discuss and
actively debate about the possibilities to reduce the numbers of car accidents.
Students use the knowledge that they get during the day of project work as traffic participants
on their way to and from school.
Key words: the day of project work, road traffic security, traffic signs.
1 Argumentation of the project
During the day of the project work we were focused on production of traffic signs. Products
created that day were used to decorate our classroom. It was very important that students
crated the product themselves. Individual work improves and enlarges their self-confidence
and those lessons make them more active and they learn more. Individual and team work is
stimulated that way. Cross-curricular links are focused, German language was connected with
the subject named Traffic safety.
The aim of the day of the project work was to check students knowledge of traffic signs, to
study the effect of traffic signs on participants in traffic and encourage students to think about
every-day dangers they are exposed to on the way to school and on the way home and
generally in traffic.
2 Concept of the project
The day of the project work consisted of many phases: students were reading, solving the
survey and worksheets, they were discussing with the teacher, they were using the ICT
connected with the theme of traffic signs and last activity was creation of traffic signs in
German language. Later the classroom was decorated with the products they made during
that day. Students used white paper, different colours, surveys, worksheets and web sites
connected with traffic.
214

Cross-curricular links were realised with the subject named Traffic safety.
2.1. The Survey
At the beginning of the project the students are first offered a brief survey. In this project the
students were dealing with the following issues:
1. On the way to school I am involved in the traffic as:
a) pedestrian,
b) passenger,
c) the participant of public transport (train, bus).
2. I know the road signs:
a) yes, fully,
b) yes, but not all of them,
c) I do not know them.
3. I have already passed a driving test for:
a) a motorcycle,
b) a car,
c) no, I do not have a driving license.
4. Do you think you will have learnt a lot today and you will use this knowledge in traffic?
a) yes, definitely,
b) no,
c) I do not know.

2.1.1. Survey results

The survey was solved by 41 students. Responses were as follows:

Answers to the question no.1:

Answers to the question no.2:

0
8

2
3

3
27
33

215

Answers to the question no. 3:

Answers to the question no.4:

17

24

1
2

0
38

2.2 Solving worksheets

Students solved worksheets on traffic signs.
2.3 Using ICT
Students have tested their knowledge of traffic signs through the following web sites:
www.openwebschool.de/04/sk/0005/00.html
www.jeder.at/verkehrszeichenquiz.jsp

2.4 Producing the posters of the road signs in German and decorating the classroom

216

Decorated classroom

3 Macro preparation of the project

SAFET
Y IN
TRAFF
IC IN
GERM
AN

Com
pleti
on
survey

Hand-

of
Traffc
kno
signs
wle
dge

Typ
es
(co
mp
reh
ens
ive)

use of
the
ICT

wor
k
onli
ne
EVAL
UATI
(traf
ON
fic
sign
(
s)

Mea
ning

(co
mpr
ehe
nsiv
e)
Creat
ion
of

traff
ic
sign
s
(co
mp
ulso
ry)

217

4 Micro preparation of the project

The lesson plan accurately predicts the course of work and tasks that will be conducted
during the project.
2nd partial activity

3rd partial activity

PRODUCTION OF THE
TRAFFIC SIGNS

CLASSROOM
DECORATION

project planning
survey
use of ICT
brief examination

choice of material and

tools
making the road signs

evaluation of the
products

with group work

with teacher's and
schoolmates' help

with individual work

with creativity
with listening,
research and
observation

in the classroom

in the classroom

in the classroom

During the project

during the project

during the project

students
professors of German
language

students
professors of German
languages

WHAT
WITH?

with different materials

(surveys, hand-outs)
the Web
tests

using the knowledge

learnt

students
professors of German
languages
other teachers and the
headmaster
with products

WHY?

encourage students to
consider the importance of
road safety,
encourage students to
strict acknowledgements
of traffic signs,
acquainted with different
types of road signs,
make an individual
product to this topic

know and learn the

show other students,
meaning of road signs,
teachers, headmaster
of what has been done
make a product that
and lessons learned
will be on display at
throughout the
all times during the
project
class to other students

1st partial activity

INTORDUCTION TO THE
PROJECT

WHAT?

HOW?

WHERE?
WHEN?

WHO?

218

decoration of the
classroom
invitations to the
teachers and to a
headmaster in order
to view the products
with team work,
with creativity

5 Realization of the project

This work was implemented at the time of the project. The reason is that students have the
time available at the project and that is seven lessons of German-language. During the project
teacher encourages independent and team work, where students make their own product and
the fact makes them feel very proud at the end of the day. Teacher is passive but has to be well
prepared for the project work. The role of the teacher is to present to students the theme of
the project and prepares students for team work, forms groups and gives instructions. When
the aims are achieved evaluation follows. The grade of the product is combined with the grade
of the short test.

6 Conclusion
The day of the project work is an opportunity to carry out our ideas and to show the
knowledge differently products that are made individually. German picture dictionaries are
created, dictionaries that include the vocabulary of special terms or products connected with
traffic are made by students.
Beside other professions students are educated for the profession of logistics at our school.
During seven lessons of German language we are able to create the product that we are unable
to create during regular lessons. Project work is an opportunity to learn through individual
experiences, work, creativity, innovation and has permanent positive effects. Students are
very motivated for project work, products created that day and achieved aims prove that.
Students are proud of their results, their products traffic signs are made by themselves and
are part of the classrooms decoration.

Literature
-

tabela na strani 4 : datoteka: Primer_slo.doc (last: zptu Slovenije)

slike last Petre Seli
zrs: Katalog znanja 2. tuji jezik SPI (o projektnih dneh)
spletne strani: www.openwebschool.de/04/sk/0005/00.html
www.jeder.at/verkehrszeichenquiz.jsp

219

J.U. Srednja struna kola Ivan Uskokovi, Podgorica

Mr.Kljaji Sreko dipl.ing.saob.

PRIMJENA ODRIVE MOBILNOSTI U JAVNOM MASOVNOM PREVOZU

PUTNIKA U PODGORICI
Predgovor
Podgorica predstavlja gravitacijsko podruje gdje meuzavisnost okolnih naselja i
samog grada raste i usled procesa suburbanizacije okolnih naselja. Pri tome je zaposlenost
usmjerena na grad Podgoricu, to izaziva intezivnije tokove dnevnih migracija usled kretanja
radno aktivnog stanovnitva, potrebeza kolovanjem, snabdijevanju i uslunim djelatnostima.
Poveanim potrebama u odnosu na mobilnost stanovnitva javni prevoz putnika ne slijedi i
postao je nekonkurentan individualnim vozilima. Za potrebe parkiranja privatnih vozila su
uzurpirane povrine koje nemaju tu namjenu, a pored toga su u upotrebi povrine na
lokacijama, koje bi bilo mogue upotrijebiti za druge namjene.Mnogo vie panje bi morali
usmjeriti na nemotorizovan saobraaj i podsticati upotrebu javnog prevoza.
Cilj Podgorice mora biti uspostavljanje kvalitetnog i efikasnog JMPP, koji e biti
konkurentan drumskom motornom saobraaju i koji e svim stanovnicima omoguiti
odgovarajui nivo mobilnosti na ekonomskim, ekolokim i socijalnim principima
odrivog razvoja.
Kljune rijei: saobraaj,javni masovni prevoz putnika,gradski prevoz , prigradski
prevoz,odriva mobilnost
1.Uvod
Saobraaj je jedan od osnovnih faktora razvoja grada jer usmjerava njegov razvoj i
napredak. esto se javlja i kao faktor njegovog ograniavanja ili usmjeravanja u neeljenom
pravcu i kao takav ima velik uticaj na razvoj ukupne urbane sredine. Kao aktivan inilac
gradskog ivota, saobraajni sistem mora imati svoj prostor. Zato se esto u literaturi govori
da se grad u fizikom smislu sastoji od povrina namijenjenim raznim aktivnostima i
saobraaja koji te aktivnosti prostorno povezuje i omoguava da se iste efikasno obavljaju.
U sklopu reavanja saobraajnih problema savremenih gradova, treba imati u vidu da
osnovni problem predstavlja prevoz putnika individualnim vozilima. Individualna
motorizacija daje obiljeje velikim gradovima, ali je za savremeni razvoj gradova odluujui
faktor funkcionisanje javnog prevoza putnika, koji treba da omogui permanentno
povezivanje udaljenih prostora i postojeih gradskih sadraja.
Namjere nam je da unaprijedimo javni masovni prevoz putnika (u nastavku: JMPP) u
Podgorici, to znai i da ga dovedemo na nivo uporediv evropskim gradovima i u skladu sa EU
standardima. injenica, da je postignuti stepen motorizacije ve pokazao nemogunost
prilagoavanja grada individualnim vozilima i da sistem JMPP treba postaviti kao primarni
sistem u sklopu ukupnog saobraajnog ureenja grada.
Zadovoljavanje potreba putovanja pojedinaca, na nain da im je omogueno slobodno
kretanje, dostupnost, komunikacija i povezivanja bez rtvovanja ostalih ovjekovih ili
ekolokih vrijednosti kako danas tako i u budue je odriva mobilnost. Cilj nam je uspostaviti
takav sistem javnog gradskog i prigradskog saobraaja u Podgorici, koji bi stanovnicima i
posjetiocima grada Podgorice dao mogunost pri izboru prevoza, vremenski i ekonomski
privlaan JMPP i sa tim poveao kvalitet ivota u gradu.
Unapreenje sistema JMPP e se postii sa uvoenjem jedinstvene vozne karte (to
obezbjeuje integraciju podsistema i prevoznika prigradskog i gradskog JMPP), poveanjem
dostupnosti graana do JMPP uvoenjem novih linija i stajalita i poveanjem dostupnosti
graana do JMPP sa poveanjem frekvencija vonji na linijama i nabavkom savremenih
prevoznih sredstava.
220

S uvoenjem opisanih mjera postaje JMPP privlaniji za korisnike, koji radije koriste
JMPP kao druge oblike motorizovanog prevoza. Poveanje putnika na JMPP e se reflektovati i
kao ublaavanje saobraajnih zastoja na razuman nivo, poboljanje bezbjednosti u saobraaju,
smanjenje tetnih emisija i buke, koju uzrokuje saobraaj i isto tako smanjivanje razlika
izmeu graana u odnosu na mobilnost.
Ciljevi politike grada u odnosu na dalji razvoj su, da JMPP mora da upravlja ovlaeni
organ odgovoran za funkcionisanje, da isti raspolae sa resursima i tehnologijom za praenje
obima i kvaliteta realizacije prevozne usluge, kao i da vri kontrolu nad visinom naknade
trokova prevoznika i da postoji jedinstveni tarifni sistem ijom realizacijom treba da se
obezbijede interesi grada, putnika i prevoznika, a da se izbor prevoznika vri prema
pripremljenom konkursu u okviru kojeg su definisane ugovorne obaveze
Rezultat unapreenja sistema JMPP je poveanje broja korisnika JMPP koje e se
reflektovati i kao ublaavanje saobraajnih zastoja na razuman nivo, poboljanje bezbjednosti
u saobraaju, smanjenje tetnih emisija i buke, koju uzrokuje saobraaj i isto tako smanjivanje
razlika izmeu graana u odnosu na mobilnost.
Unapreenje sistema JMPP moe se postii sledeim mjerama:
integracijom svih sistema i prevoznika prigradskog i gradskog JMPP sa
uvoenjem jedinstvene vozne karte, poveanjem dostupnosti graana do JMPP
uvoenjem novih linija i stajalita i poveanjem dostupnosti graana do JMPP sa
poveanjem frekvencija vonji na linijama.
2. PODRUJE OBRADE
Podruje koje je obuhvaeno ukljuuje cjelokupno podruje grada Podgorice. Optina
Podgorica zauzima povrinu od 1.441 km2. U Podgorici su koncentrisani brojni
administrativni, kulturni, prosvetni i zdravstveni centri, kao i veliki privredni kapaciteti.
Podgorica je i glavni saobraajni vor u kome se sijeku najvaniji magistralni pravci Crne Gore
iz pravca Nikia, Bijelog Polja, Bara i Budve (Cetinje) i ima najvee gravitirajue podruje u
saobraajnom sistemu zemlje.
Granica optine Podgorica ukupno sa podrujem prigradskog saobraaja definie
podruje obrade. Pregledna karta podruja obrade prikazana je na slici 2.1.

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Na slici je prikazano podruje obrade, koje obuhvata podruje gradskih i prigradskih

linija optine Podgorica. Optina je locirana u centru Crne Gore i kroz nju prolaze dva
evropska putna pravca, i to E65 (Malmo - Chania) i E80 (Lisbon - Gurbulak), koji se kreu u
smjeru S-J. U istom pravcu prolazi eleznika pruga Beograd - Bar. Znaajna putni pravac vodi
od zapada prema istokom i to E-762, koja povezuje Niki sa Podgoricom i vodi naprijed
prema Albaniji.

Slika 2.1: Podruje obrade javnog gradskog i prigradskog prevoza putnika u Podgorici
3. DEFINISANJE CILJEVA I POLITIKE PREMA SISTEMU JMPP U PODGORICI
Ubrzani tempo razvoja Glavnog grada - Podgorice i kompleksnost njegovog razvoja utie
na stvaranje konfliktnih situacija u svakodnevnom funkcionisanju ivota u gradu, naroito
kada su izazvani naglim razvojem gradskog saobraaja. Podgorica je kao i veina evropskih
gradova graena za drugaije saobraajne potrebe od dananjih.
U svrhu poboljanja saobraajnih tokova, gradovi preduzimaju obimne promjene koje
sadre kompleksne izmjene cjelokupne strukture grada. Gradovi se planski grade u svim
komponentama i jednako se optereuju gradskim funkcijama sva podruja, a sa ciljem da se
izbjegne klasina ema gradskog organizma tipa centar (city) - periferija.
Uslijed razliitih razloga putovanja, veih guvi, zastoja u saobraaju i preoptereenja
gradskih ulica sa individualnim prevozom, stanovnitvo grada Podgorice bi trebalo usmjeriti
ka veoj upotrebi javnog prevoza putnika. Zbog razliitih potreba putovanja, potrebno je
planirati takve vrste prevoza putnika, koje e u veoj mjeri realizovati njihove potrebe.
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Poseban razlog za planiranje gradskog i prigradskog prevoza u Podgorici proizilazi iz

injenice da dananja organizovanost saobraajnog sistema u gradu izaziva:

saobraajnu optereenost gradskih puteva,

vei stepen zagaenosti ivotne sredine,
probleme parkiranja automobila,
problem parkiranja na ulicama i pjeakim povrinama
zanemaren tretman javnog prevoza putnika,
probleme pjeaka u gradskom saobraaju.

3.1 ULAZNI PODACI

Za postizanje najboljih moguih rezultata istraivanja, bili su upotrijebljeni sledei podaci:
- Demografski podaci:
- podaci o stanovnitvu i njihove preraspodjele u prostoru (podaci za zadnji period);
- Drutveno - ekonomski podaci:
- podaci za sva etiri sektora (primarni, sekundarni, terciarni i kvartalni) i njihove
preraspodjele u prostoru (podaci za zadnji period);
- Prostorni podaci:
- postojea, namjenska i planska upotreba prostora (podaci za zadnji period);
- prostorni planovi;
- Podaci o saobraaju:
- saobraajna optereenja na dravnoj i lokalnoj putnoj mrei;
- podaci o autobuskom saobraaju i prevezenim putnicima;
- podaci o eljeznikom saobraaju i prevezenim putnicima;
- podaci o avio saobraaju i prevezenim putnicima;
- podaci o saobraajnoj infrastrukturi;
- podaci o navikama putnika pri izboru prevoznog sredstva,
- vozni red i vrijeme linija / vozila autobuskih prevoznika u gradu Podgorica;
- projekti i planovi razvoja i gradnje saobraajne infrastrukture za cjelokupno
podruje grada Podgorice;
- saobraajne studije grada Podgorice i
- drugi podaci.
- Terenska istraivanja:
- anketiranje i brojanje putnika na autobusima i automobilima,
- brojanje vozila na podruju grada Podgorice,
- GPS snimka autobuskih linija i stajalita na podruju grada Podgorice.
3.2 DEFINISANJE CILJEVA ISTRAIVANJA
Opti porast stanovnika, izgradnja modernih puteva, promjene strukture privrede i
zaposlenosti su stvorili preduslove za izmjenu strukture grada u smislu njegovog prostornog
irenja. irenje urbanog podruja grada Podgorice u pravcu prigradskih zona zahtijeva takva
saobraajna reenja, koja e omoguiti stanovnicima tih naselja da na prihvatljiv nain dou
do svojih ciljeva u uem gradskom podruju. U tako sloenom i prostorno razuenom
urbanom prostoru je potrebno imati dobro organizovan javni prevoz putnika koji bi povezao
prostor i razne sadraje. Sa poveanjem broja stanovnika raste grad prostorno i poveavaju se
njegovi sadraji, time je i organizacija javnog prevoza putnika kompleksnija.
Ciljevi su raznoliki i zbog toga se mogu klasifikovati u kratkorone i dugorone ciljeve,
jer prevoz putnika predstavlja jedan od naina kojim se postiu odreeni ciljevi razvoja
drutva. Izrada studije proizilazi iz potrebe uprave grada da se rijei prevoz putnika
korienjem JMPP na nain da se postavi kao primarni podsistem u sklopu saobraajnog
sistema grada. Znai, JMPP ima znaajno mjesto u planiranju budueg dugoronog razvoja
grada.
Visoko kvalitetan JMPP podrazumijeva:
1. Javni prevoz putnika koji je konkurentan individualnom vozilu;
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2. Smanjivanje trokova koje uzrokuju zastoji u saobraaju i poboljanje

mobilnosti stanovnitva i
3. Poveanje osvijeenosti stanovnitva o koristima koje donose promjene
Temeljni principi politike grada prema sistemu JMPP u Podgorici se zasnivaju na:
Postojanju ovlaenog organa, odgovornog za funkcionisanje ovog podsistema;
Obavljanju usluga JMPP od strane operatera prema ugovoru kojim se definiu
obaveze kao i funkcije u sluaju neispunjenja obaveza;
Izboru operatera u JMPP ili odreivanju linija prema pripremljenom konkursu u
okviru kojeg su definisane ugovorne obaveze i funkcije, kao i uslovi za obavljanje
djelatnosti javnog prevoza putnika;
Raspolaganju resursima i tehnologijom za praenje obima i kvaliteta realizacije
prevozne usluge od strane organa koji upravlja JMPP;
Visina naknade trokova prevoznika, koja mora biti pod kontrolom organa koji
upravlja JMPP uz ostvarivanje profita od strane prevoznika;
Postojanju jedinstvenog tarifnog sistema i nainu njegove realizacije kojim bi se
definisali interesi grada, putnika.

Slika 3.21: Migracioni tokovi putnika na podruju grada Podgorice na glavnim

saobraajnim osama
Kljuni faktori za funkcionisanje javnog prevoza putnika su gradska uprava i
prevoznici. Jedna od znaajnih funkcija gradske uprave jeste poboljanje kvaliteta ivota i
mobilnosti njenih stanovnika. Gradska uprava i prevoznici imaju zajedniki zadatak, a to je da
omogue i organizuju obavljanje uslugajavnog prevoza na to kvalitetniji nain i time motiviu
stanovnike grada da iskoriste mogunosti koje im nudi javni prevoz i postanu njegovi stalni
korisnici.
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Intenzivan rast prevoza sa individualnim automobilima utie na javni masovni prevoz

putnika i predstavlja njegovu veliku konkurenciju. Zato njegovi nosioci moraju ostvariti
atraktivne i kvalitetne usluge javnog prevoza. Korisnici ovih usluga ele imati prevoz koji je
siguran, redovan, udoban, brz i ekonomian.
Jedan od naina reavanja postojeih problema jeste prihvatanje i implementacija
principa odrive mobilnosti. U gradovima koji imaju dovoljno prostora mogu se
promovisati vidovi saobraaja koji nisu automobilski, prvenstveno pjeaki, biciklistiki i javni
prevoz. Reavanje problema saobraaja u centralnim gradskim zonama obuhvata i reavanje
problema prigradskog saobraaja (koji podrazumevaju dislociranje automobila iz centra
grada) kao to je izgradnja brzih saobraajnica oko grada (obilaznica) i izgradnja Park&Ride
sistema. Park&Ride sistem podrazumeva izgradnju parking prostora, na kome vozai iz
perifernih naselja ostavljaju svoje automobile i javnim prevozom nastavljaju put do centra
grada.
Suoeni sa takvim nainom definisanja politike prema sistemu JMPP, gradske vlasti
zaduene za planiranje moraju edukovati stanovnitvo i ukljuiti ih u proces realizacije. Neki
od naina podsticanja graana da se ukljue u reavanje problema i prihvatanje odrivih
oblika mobilnosti jesu ukidanje poreza na ekoloki nekodljiva vozila ili naplata za ulazak
automobila u centar grada.
Prednosti koje nose principi odrive mobilnosti jesu u prvom redu zdraviji ivot
graana, manje buke, manje zagaenja, ljepi grad. Svakako je za oekivati zabrinutost
stanovnika ueg i ireg dijela Podgorice u poetku i nezadovoljstvo koje bi slijedilo
uslijed planiranih promjena odnosno uspostavljanja drugaijih navika u prevozu.
Meutim, kontinuirano informisanje o prednostima rezultata koji slijede dovodi do
uspostavljanja drugaijih navika graana i prihvatanja principa odrivog razvoja
gradova kao opte korisnog principa. U odnosu na sve gore navedeno, definisanje
politike Podgorice prema sistemu JMPP je veoma vaan faktor u definisanju i
postizanju ciljeva novog ureenja javnog gradskog i prigradskog prevoza putnika.
3.2.1 Kvalitetno ureenje urbanog saobraaja: Paradigma odrive mobilnosti
Paradigma odrive mobilnosti predstavlja teoretinu podlogu, na kojoj emo
predstaviti strune podloge ureenja javnog prevoza putnika u uem i irem dijelu grada
Podgorice. Dosadanji razvoj saobraajnog sistema je u razvijenom industrijskom svijetu
obezbijedio neprimjerljiv stepen mobilnosti ljudi (masovna mobilnost). Razvoj mobilnosti se
je temeljio naroito na mjerama, koje su podsticale upotrebu individualnih vozila. Visoki
stepen mobilnosti pojedinaca je omoguio slobodu, udobnost, dostup do radnog mjesta,
zdravstvenih usluga, obrazovanja i socijalnih interakcija. Tome je dao doprinos i tehnoloki
razvoj kako na prevoznim sredstvima tako i na prateoj saobraajnoj infrastrukturi, to je
uticalo na veu dostupnost prevoznih sredstava u odnosu na cijenu, udobnost, sigurnost i
pouzdanost ukljuujui sve atribute privlanosti, koji se nadovezuju na nju.
3.2.2 Kako do razvoja odrive mobilnosti u Podgorici
Intenzivan prevoz sa individualnim vozilima i skroman sistem javnog prevoza putnika,
su glavna problemska podruja na koja se je potrebno orijentisati pri oblikovanju postojeih
saobraajnih sistema u Podgorici. Suoavanje sa tom kompleksnom problematikom zahtijeva
pronalaenje takvih rjeenja, iji e se konani rezultati odraziti u uspjenosti zadovoljavanja
kriterijuma odrivog razvoja.
3.3 VIZIJA JMPP
Drutvene promjene i rastui negativni uticaj motorizovanog saobraaja na ivotnu
sredinu su uticali na pojavu nove paradigme, odrive mobilnosti, koja je u najirem smislu
opredijeljena kao mogunost zadovoljavanja potreba drutva na nain da je omogueno
slobodno kretanje sa dostupom i komunikacijom bez rtvovanja ostalih ovjekovih i ekolokih
vrijednosti, kako danas tako i ubudue.Paradigma odrive mobilnosti u okviru rasprava o
odrivim gradovima u veoj mjeri povezuje upotrebu prostora kao sistem aktivnosti sa
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saobraajnim sistemom. Vizija se zato mora temeljiti na potrebama i oblikovanju

odrivih i privlanih saobraajnih sistema.
Vizija je obezbijediti kvalitetan sistem prevoza za korisnike, koji e biti siguran, odriv,
usaglaen sa evropskim sistemima i koji e podravati i podsticati ekonomski razvoj u
dravi.
Ispunjavanje vizije zahtijeva da pojedinane odluke podstiu dugorone ciljeve razvoja
odrive mobilnosti. Moraju biti usklaene sa nacrtom privrednog i drutvenog razvoja i
nacrtom ouvanja ivotne sredine. Takav pristup, koji zahvata postavljanje dugoronih ciljeva
i njihovo realno planirano ostvarivanje je naelo implementacije razvoja odrive mobilnosti.
Odrivi saobraaj obuhvata mjere sa ukupnim opisom aktivnosti, koje obezbjeuju
efikasan prevoz, uz odgovarajuu bezbjednost uesnika u saobraaju i uz to manje
optereenje ivotne sredine. Vizija odrivog saobraaja u Podgorici je, da se na osnovu
dugoronih mjera kroz nacrt efikasnog koncepta JMPP utie na promjenu postojeeg
odnosa putnika na izbor prevoznog sredstva u pravcu vee upotrebe javnog prevoza.
Promjene pri izboru prevoznog sredstva u gradu je mogue postii samo na osnovu
dugorono planiranih, jasnih, naroito izvedenih mjera. Na odluke putnika o upotrebi javnog
prevoznog sredstva je mogue uticati sa tanim i redovnim, udobnim i cjenovno prihvatljivim
prevozom i pripremom odgovarajuih informacija. Podgorica kao regionalni i nacionalni
centar bi trebala da obezbijedi ureena parkiralita u blizini autobuskih i eljezniih stajalita
na ulazima u grad, odakle bi se omoguila povezanost sa osnovnim nosiocima javnog gradskog
prevoza. Vizija je dakle, uvoenje cjelovitog sistema javnog prevoza putnika, koji bi
temeljio na efikasnom povezivanju pojedinih podsistema.
Razliiti oblici javnog putnikog saobraaja imaju svoje prednosti i slabosti sa vidika
kapaciteta, fleksibilnosti, potronje energije, sigurnosti i uinka na ivotnu sredinu. Za oblike
prevoza, koji u odreenim situacijama u najveoj moguoj mjeri ostvaruju potrebe po
mobilnou, potrebno se je odluiti na osnovu uporeivanja prednosti i slabosti svakog od
datih oblika.
Na osnovu postavljanja jasne vizije, priprema se koncept nacrta javnog putnikog
saobraaja. Predstavljena struna rjeenja bie polazne osnove za izbor mjera i mjerljivih
aktivnosti, koje bi omoguile uspostavljanje novog sistema JMPP sa vidika postavljenih ciljeva.
To bi bila takoe podloga za ocjenu potrebnih finansijskih sredstava, odreivanje vremenskog
okvira i odgovornih nosilaca.
Trend razvoja saobraajnog sistema se kree u pravcu zadovoljavanja kriterijuma
odrivog razvoja.
Sistemske mjere tee ka uspostavljanju takvog saobraajnog sistema, koji bi se temeljio
na boljem modalnom rasporeivanju obavljenog prevoznog dijela u okviru saobraajnih
djelatnosti, posebno u korist javnog prevoza putnika. Upravo zato se razvoj saobraaja mora
usmjeriti na smanjivanju negativnih uinaka (npr.emisija tetnih gasova na lokalnu i globalnu
sredinu, buke, preoptereenost infrastrukture, upotrebe prostora, vizualno zagaivanje itd.)
na veoj sigurnosti i veem kvalitetu saobraajnih usluga za korisnika. Usluge JMPP moraju
biti kvalitetne (odgovarajua brzina, frekvencija, udobnost i dostupnost do stanica), moraju
biti takoe cjenovno konkurentne prevozu sa privatnim automobilom na svim relacijama.
Podrka odrivoj mobilnosti dakle zahtijeva efikasan, kvalitetan i cjenovno dostupan javni
prevoz putnika. Ulaganja u njegovu revitalizaciju su poseban elemenat razvoja javnog
prevoza, upravo tako i drugi elementi (npr. dostup do stajalita, uestalost linija, usaglaen
vozni red, intermodalni centri i osvijeenost stanovnitva).
Dakle, vizija odrive mobilnosti u gradu Podgorici je da se na osnovu dugoronih mjera
u okviru nacrta ostvarivanja efikasnog JMPP utie na promjenu postojeeg odnosa putnika u
izboru prevoznog sredstva i isti preusmjere iz individualnih vozila na sredstva javnog
prevoza.
Uz ovaj koncept vizije uspostavljanja javnog prevoza putnika u Podgorici, otvaraju se
nove mogunosti njegovog razvoja u cijeloj regiji. Podloga za izbor polaznih sistema za
uspostavljanje novog oblika ureenja JMPP bie simulacija sistema javnog prevoza .

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J.U. Srednja struna kola Ivan Uskokovi, Podgorica

Mr.Kljaji Sreko, graduate engineer of traffic
THE APPLICATION OF SUSTAINABLE MOBILITY IN THE PUBLIC MASS PASSENGER
TRANSPORT IN PODGORICA
FOREWORD
Podgorica is the catchment area where the interdependence of the surrounding areas and the
town is growing and due process of suburbs suburbanization. It is focused on the employment
of capital, Podgorica, causing more intense flows of commuting due to movement of the
working population, the need for training, supply and service industry. Increased needs
regarding to population mobility public transport of passengers is not followed and became
uncompetitive to individual vehicles. For the purpose of parking of private vehicles, areas that
do not have this purpose are occupied, in addition to the use of the sites, which could be used
for other purposes. More attention should be directed to non-motorized traffic and public
transport should be encouraged.
The goal of Podgorica must be to establish quality and efficient Public transport, which will
be competitive to road traffic and motor traffic that will allow all residents an adequate level
of mobility, economic, environmental and social principles of sustainable development.
Keywords: traffic, public mass passenger transport, public transportation, commuter
transport, sustainable mobility.
1.INTRODUCTION
Transport is one of the main factors of the development of the city as it directs its
development and progress. It often occurs as a factor limiting his or direction in an
undesirable direction, and as such has a large impact on the overall development of urban
areas. As an active element of city life, the transportation system must have its own space. So
often in the literature suggests that the city is physically the surface composed of various
activities and traffic and urban activities and connects you to perform effectively the same.
The solution to traffic problems of modern cities should be noted that the main problem are
the individual passenger vehicles. Individual motorization feature gives large cities, but for
the development of modern cities it is the deciding factor for functioning the public transport,
which is to enable continuously connect remote areas and the existing town facilities.
Our intention is to improve public mass passenger transport (hereinafter: Public transport) in
Podgorica, which means to bring him to a level comparable with the European cities and in
line with EU standards. The fact is that the achieved level of motorization has demonstrated
the impossibility of adjustment of individual vehicles and the Public transport system should
be set as the primary system as part of the total traffic of the city.
Meeting the traveling needs of individuals in a way that enabled them to move freely,
availability, connectivity and communication without sacrificing other human or ecological
values today and in the future is sustainable mobility. Our goal is to establish a system of
urban and suburban public transport in Podgorica, which residents and visitors of Podgorica
shoul be given the option of choosing the transportation, time and economically attractive to
the Public transport and enhance the quality of life in the city.

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Public transport system improvement will be achieved with the introduction of a single ticket
(which provides for the integration of subsystems and operator of suburban and city Public
transport), increasing the availability of Public transport citizens to the introduction of new
routes and stops and the increasing availability of Public transport to the citizens with
increased frequencies on routes run by the acquisition of modern transportation funds.
With the introduction of measures described Public transport becomes more attractive for
users who prefer to use Public transport as well as other forms of motorized transport.
Increase in passengers on Public transport will be reflected as ease traffic bottlenecks at a
reasonable level, improve traffic safety, reduce harmful emissions and noise caused by traffic
and also reduce the distinction between citizens in relation to mobility.
.
The objectives of the policy in relation to the further development, the Public transport must
be managed by the authorized body responsible for the operation, if it has the resources and
technology to monitor the extent and quality of implementation of transportation services, as
well as to monitor the amount of compensation cost carriers, and that there unified tariff
system, the implementation of which should ensure the interests of the city, passengers and
the carrier, and that carrier selection is done according to the prepared contest, in which a
defined contractual obligations
Public transportsystemsto improvethe resultis to increasethe number of usersof Public
transport, which willbe reflectedasalleviatingtrafficbottlenecks ata reasonable level,
improvetraffic safety,reduceharmful emissionsand noisecaused bytrafficand alsoreduce
thedistinctionbetween citizens inrelation tomobility.
Public transportsystem improvementcan be achieved bythe followingmeasures:
integrationof all systemsand operatorof suburban andcityPublic transportwith
The introduction of theticket, the increasing availabilityof Public transportcitizenstothe
introduction ofnew routesandstops andthe increasing availabilityof Public transportto
thecitizenswith the increasingfrequency ofthedrivinglines.
2. Secondprocessing area
Covered area includesthe entire areaof Podgorica. Municipality of Podgoricacovers an area of
1441km2. In Podgorica,manyadministrative,cultural, educationaland health centers are
concentrated, as well as largeproduction capacities. Podgoricais the maintransport hubwhere
themost importantintersection ofmain roadsinthe directionof MontenegroNiksic,
BijeloPoljeBudvaandBar(Bar)and has the largestareaof gravitatingtransport systeminthe
country.
Podgoricamunicipalityborderswitha totalareaof suburbantrafficdefinesthe area to trim.
Overview mapareaprocessingis shown in Figure2.1.
The picture features aprocessingarea, whichincludes the areaof urban andsuburban linesof

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Podgorica municipality.The municipalityislocatedin the centerof Montenegroandpasses

throughtwo Europeanroads, andE65(Malmo -Chania) andE80(Lisbon -Gurbulak), which

Slika 2.1: Podruje obrade javnog gradskog i prigradskog prevoza putnika u

Podgorici

movein the direction ofSJ. In the same veinrailroad Belgrade-Bar.Significantroadwayleading

fromwest to eastand thatthe E-762, which connectsNiksic-Podgorica and the way
forwardtowards Albania po
3.DEFININGGOALSANDPOLICY SYSTEM OF Public transport IN PODGORICA
The rapidpace of developmentof the Capital-Podgorica andthe complexityof its
developmentinfluences the creationof conflict situationsin dailylife in the city, especially when
they arecaused bythe rapid development ofurban transport.Podgorica islike most
Europeancitiesbuilt fordifferentneedsof today'straffic.
In order to improvetraffic flows, cities undertakeextensivechangesincludechanges tothe
overallstructure ofthe complexof the city. Cities areplanningtobuildall components
andequallyburdenedurbanareas ofallfunctions, in order to avoid theclassicpatternof urban229

type organismCenter(city) - periphery.

Due to variousreasons,travel,bigger crowds, traffic jamsandoverloadsthe city streetswith
individualtransportation, the population of Podgoricashould be directedto greater use
ofpublic transport. Due to thedifferent needs oftravel,it is necessaryto planthe kindof
passenger transport, whichwillbe realizedto a greater extent of their needs. A particular
reasonfor the planningof urban and suburbantransportin Podgoricastemsfrom the factthat
the currentorganizationof the transport systemin the citycaused by:
traffic burden on city roads
greater degree of environmental pollution,
Car parking problems,
problem of on-street parking and pedestrian areas
treatment of neglected public transport,
problems of pedestrians in urban traffic.
3.1 Input DATA
To achieve the best possible research results were used the following data:
- Demographics:
- Data on the population and their redistribution in the space (data for the last period);
- Socio - economic data:
- Data for all four sectors (primary, secondary, tertiary and quarterly) and their redistribution
in the space (data for the last period);
- Spatial data:
- Existing, dedicated and planned use of the space (the data for the last period);
- Spatial plans;
- Traffic data:
- Traffic loads at the state and local road network;
- Data bus traffic and passenger transported;
- Information on rail traffic and passengers transported;
- Data on air traffic and passenger transported;
- Information on transportation infrastructure;
- Data on the habits of passengers the choice of transportation,
- Schedule and time line / vehicle bus carriers in Podgorica;
- Projects and plans for the development and construction of transport infrastructure for the
whole area of Podgorica;
- A traffic study of Podgorica and
- Other data.
- Field of research:
-Polling andcountingof passengersin busesand cars,
- Counting ofvehicles in thecapital, Podgorica,
-GPSrecordingandbus linesstopin the city ofPodgorica
3.2 DEFINING THE OBJECTIVES OF RESEARCH
The general growth of population, the construction of modern roads, changes in the structure
of the economy and jobs are created prerequisites for changing the structure of the city in
terms of its spatial expansion. The expansion of the urban area of Podgorica towards
suburban areas requires such transportation solutions that will allow residents of the village
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in an acceptable way to reach their goals in the inner-city area. In such a complex and spatially
dispersed urban area is necessary to have a well-organized public transport passengers to
link the space and facilities. With the increase in population and growing regional city
improve its facilities, it is the more complex the organization of public passenger transport.

Slika 3.21: Migracioni tokovi putnika na podruju grada Podgorice na glavnim saobraajnim
osama
(izvor: OMEGA consult, d.o.o., 2010)

The goals are diverse, and therefore can be classified into short-term and long-term goals, as
passengers is one of the ways to achieve the goals of social development. Develop a study stems from

231

the need of government to solve using Public transport passengers in a way that is set as the primary
subsystem in the transport system of the city. So Public transport has a significant place in the
planning of future long-term development of the city.

High quality Public transport includes:

First Public transportation passengers are competitive individual vehicle;
Second Reduce costs caused by traffic jams and improve the mobility of the population and
3rd Increasing population, responsible about the benefits of a change
The basic principles of the policy of the system of Public transport in Podgorica are based on:
Being competent authority, responsible for the operation of the subsystem;
Performing Public transport services by the operator under a contract that defines the
responsibilities and functions in the event of default;
Choice of Public transport operators in determining the line or prepared according to the
contest, in which a defined contractual obligations and functions, as well as the conditions for
the performance of public services;
Having the resources and technology to monitor the extent and quality of implementation of
the transport service operated by the Public transport authority;
The amount of compensation cost carriers, which must be under the control of Public
transport authority that manages to profit from the carrier;
The existence of a single tariff system and the way of its implementation which would define
the interests of the city, passengers.
Key factors for the operation of public passenger transport and the city government carriers.
One of the important functions of city government is to improve the quality of life and
mobility of its residents. The city administration and transporters have a common task, which
is to facilitate and organize the performance of public transport services in the best way and
time to motivate residents to take advantage of the opportunities offered by public transport
and become his loyal customers.
Excessive growth of the individual car transport affects the public mass transit passengers,
representing its major competitors. That is the reason why its holders must achieve high
quality and attractive public transport services. Users of these services want to have
transportation that is safe, regular, comfortable, fast and economical.
One way of solving the existing problems is the adoption and implementation of the principle
of sustainable mobility. In cities that have enough space can be promoted forms of transport
that are not automotive, primarily pedestrian, bicycle and public transport. Solving traffic
zones in central city includes the troubleshooting commuter traffic (which include dislocation
of cars from the city center), such as the construction of high speed roads around the city
(ring road) and construction of Park & Ride system. Park & Ride system includes the
construction of parking lots, where drivers from the peripheral villages leave their cars and
public transport continue their way to the city center.
Faced with such a way of defining the policy of Public transport system, the city government
responsible for planning must educate people and to involve them in the process of
implementation. Some ways of encouraging citizens to engage in problem solving and
acceptance of sustainable forms of mobility are the abolition of taxes on environmentally
friendly vehicles or fees for cars entering the city center.
Advantages associated with the principles of sustainable mobility are primarily citizens
healthier life, less noise, less pollution, more beautiful city. It is certainly to be expected
concerns residents narrower and wider part of Podgorica in the beginning and the
dissatisfaction that followed due to planned changes or establishing different habits in transit.
232

However, continuous information about the benefits of the results that follow lead to the
establishment of different habits of citizens and the adoption of the Sustainable Cities useful
as a general principle. In relation to the above, the policy-Podgorica Public transport system is
an important factor in defining and achieving the goals of the new arrangement urban and
suburban public transport passengers.
4.2.1 Quality planning of urban transport: The paradigm of sustainable mobility
The paradigm of sustainable mobility is theoretical surface, where we present the design of a
professional background of public passenger transport in broad and narrow part of the city of
Podgorica. Past development of the transportation system in the developed world provide
unusable mobility of people (mass mobility). The development of mobility is based in
particular on the measures, which encourage the use of individual vehicles. The high degree of
mobility of individuals allowed the freedom, comfort, access to employment, health, education
and social interaction. This was the result of a technological development as the means of
transportation and the supporting transport infrastructure, which resulted in a greater
availability of vehicles in relation to the price, comfort, safety and reliability, including all the
attributes of attractiveness, which are connected to it.
4.2.2 How to develop a sustainable mobility in Podgorica
Intensive transport from individual vehicles and public transport frugal travelers, are the
main problem areas in which the need to orient the design of the existing transportation
system in Podgorica. Dealing with this complex problem requires finding such a solution,
which will be reflected in the final results meet the performance criteria of sustainable
development.
4.3 Public transport VISION
Social change and the growing negative impact of motorized transport on the environment
influenced the emergence of a new paradigm of sustainable mobility, which is broadly
recognized as the possibility of meeting the needs of society in a way that is allowed to move
freely with the access and communication without sacrificing other human and ecological
values , both today and in the future. The paradigm of sustainable mobility in the debate on
sustainable cities more closely associated the use of space as a system of activities with the
traffic system. The vision must therefore be based on the needs and design sustainable
transportation systems and eye-catching.
The vision is to provide quality transportation system for users, who will be a safe,
sustainable, compliant with European and systems that will support and stimulate economic
development in the state.
Fulfilling the vision requires that individual decisions promote the long-term goals of
sustainable mobility. They must be consistent with the draft economic and social
development and the draft environmental preservation. Such an approach, that involves
setting long-term goals and their achievement is really planned implementation of the
principle of sustainable mobility.
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Sustainable transport measures include the overall description of the activities that provide
efficient transportation with adequate security of road users and to minimize environmental
pollution. The vision of sustainable transport in Podgorica, on the basis of long-term measures
through effective design concept of Public transport affect change its relationship passengers
the choice of the vehicle in the direction of greater use of public transport.
Changes in the choice of means of transport in the city is possible only on the basis of longplanned, clear, especially the implemented measures. The decisions on the use of public
passenger transport vehicle can affect the accurate and regular, comfortable and affordable
transportation and preparation of appropriate information. Podgorica as a regional and
national center should provide a parking space near the bus stop and eljezniih at the
entrances to the city, where they would be allowed connection to the main holders of public
transport. Vision, then, is the introduction of a comprehensive system of public transport
passengers, which was based on the effective connection of individual subsystems.
Various forms of public passenger transport have their strengths and weaknesses from view
of capacity, flexibility, energy consumption, safety and environmental performance. For forms
of transportation, which in certain situations as much as possible realize the need for
mobility, it is necessary to decide on the basis of comparison of the strengths and weaknesses
of each of the given shape.
Based on the setting of clear vision, prepared a draft concept of public passenger transport.
Presented expert solutions will be the starting point for the selection of measures and
measurable activities that would enable the establishment of a new system of Public transport
from sight goals. It would also be the basis for evaluation of the necessary financial resources,
set a time frame and responsible carriers.
The trend of development of the transportation system is moving towards meeting the
criteria of sustainable development.
Systemic measures seek to establish such a transport system, which would be based on a
better modal transportation portion of the deployment completed within traffic activity,
particularly in favor of public transport passengers. That is why the development of traffic to
be directed at reducing the negative effects (npr.emisija gas emissions at the local and global
environment, noise, overburdened infrastructure, land-use, visual pollution, etc..) For
increased security and better quality transport services to the user. Public transport services
must be of high quality (adequate speed, frequency, comfort and accessibility to the station),
they must also be cost-competitive with the private car transportation to all destinations.
Support sustainable mobility therefore requires an efficient, affordable, and high quality
public transport. Investment in its revitalization as a separate element in the development of
public transport, just as other elements (eg, access to positions, the frequency of the line,
agreed timetable, intermodal centers, responsible citizens).
Thus, the vision of sustainable mobility in Podgorica is based on long-term measures in the
draft Public transport exercise effective influence on changing the existing relationship
passengers in the choice of the vehicle and the same shift from individual vehicles to public
transport.
With a vision of establishing the concept of public passenger transport in Podgorica, opened
new opportunities for its development in the region. Basis for the choice of the starting
system for the establishment of a new form of organization of Public transport will be
simulation system of public transportation.
234

ZAVOD ORANNA NIT

MURSKA SOBOTA, SLOVENIJA
mag. Sreko TEINER
Boris IBRAT, dipl.var.

PROJEKT MOTORISTI, ZMANJAJMO TVEGANOST VONJE VOZIMO

ORANNO
Prizadevanje za vejo varnost motoristov v Pomurju
POVZETEK
Zagotavljanje veje varnosti cestnega prometa je mono s spodbujanjem udeleencev v
prometu k odgovornejemu vedenju, spotovanju predpisov in oblikovanju zavesti o pomenu
prometne varnosti.
V zadnjih letih je na slovenskih cestah v promet vkljuenih vedno ve enoslednih motornih
vozil, predvsem motornih koles. S poveanjem tevila motornih koles na naih cestah imajo
vozniki teh vozil vedno veji vpliv na prometno varnost. eprav je Slovenija na podroju
varnosti v prometu v zadnjih letih naredila velik korak naprej, saj se je tevilo smrtnih rtev
vztrajno zmanjevalo, tega ne bi mogli trditi za varnost voznikov enoslednih vozil predvsem
motoristov. Vozniki enoslednih motornih vozil v Sloveniji so izpostavljeni velikemu tveganju
za nastanek prometne nesree s smrtnim izidom oziroma nastanku tejih pokodb, kar se je
posebej negativno pokazalo v letu 2011, ko so motoristi predstavljali kar 20 % vseh smrtnih
rtev na slovenskih cestah.
Vonja motornega kolesa je zelo zahtevno opravilo, pri katerem so za varno vonjo potrebni
znanje, izkunje, dobro psihofizino stanje voznika, primerno vzdrevano vozilo in primerna
infrastruktura. Vzrokov za nastanek nesre je mnogo, predvsem so te na strani voznikov, med
njimi pa seveda izstopa hitrost. Vonja motornega kolesa v Sloveniji je e vedno prvenstveno
hobi in sprostitev, le redki motorno kolo uporabljajo prvenstveno kot prevozno sredstvo.
Velik problem za njihovo varnost pa predstavljajo tudi stereotipi o motoristih s strani ostalih
udeleencev v prometu, ki jih velikokrat doivljajo kot neprilagojene divjake in manjvredne
udeleence v prometu.
KLJUNE BESEDE: motorno kolo, vozniki enoslednih vozil, prometne nesree, hitrost,
prometna varnost,

1. UVOD
Motoristi so bili slabi dve desetletji nazaj precejnja redkost na cestah v Pomurju in Sloveniji.
Le redki so bili sreniki, ki so si ta hobi lahko privoili ali pa so se zanj odloali. Po letu 2000,
ko so se ekonomske razmere v novonastali dravi poasi normalizirale in smo odlono
zakorakali proti Evropski uniji, se je zgodil motoristini boom, kar naenkrat so postala
motorna kolesa dostopneja in tudi popularna. Dokonen razcvet pa je motoristino gibanje
doivelo v letu 2005, potem ko je drava 1. maja 2004 tudi uradno vstopila v Evropsko unijo.
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Takrat se je namre sprostil trg rabljenih motornih koles, katerih ponudba je bila v tujini
neprimerno veja kot v Sloveniji.
Ta trend je bil zelo izrazit tudi v Pomurju, kjer so se prieli mnoino ustanavljati motoristini
klubi, katerih je danes uradno registriranih e ve kot 20. Tisti z daljo tradicijo organizirajo
velika moto-sreanja, ki se jih udeleuje veliko tevilo motoristov z vseh koncev drave in tudi
tujine. Vendar pa je al vse to imelo tudi zelo negativne posledice na prometno varnost v
regiji.

Fotografija 1: Prometna nesrea, ki se je zgodila leta 2009 na lokalni cesti pri naselju
Domanjevci

Vir: MNZ, Policija

V poroilu ETSC (European Transport Safety Council) leta 2007, je bila podrobno analizirana
bilanca smrtnosti uporabnikov dvokolesnikov v Evropi. V letu 2006 je na cestah EU umrlo
6200 voznikov motornih koles in koles z motorjem. Vozniki dvokolesnikov predstavljajo 16
odstotkov vseh smrtnih rtev glede na samo 2 odstotka prevoenih kilometrov, v povpreju
pa imajo na kilometer prevoene razdalje 18-krat ve monosti udelebe v prometni nesrei s
smrtnim izidom kot avtomobilisti.
Poroilo izpostavlja Slovenijo, ki po vseh merilih predstavlja najbolj nevarno deelo za
voznike motornih koles in koles z motorjem. alostna statistika nas postavlja povsem na
konec primerjalne lestvice tveganj. Voziti se z motociklom po naih cestah je tako 50-krat bolj
nevarno kot z avtomobilom.
2. PROMETNE NESREE Z UDELEBO MOTORISTOV V POMURJU
V zadnjem desetletju je tevilo registriranih motornih koles (nad 125 ccm) v Pomurju poraslo
za skoraj tiri krat (4 x). Najveji premiki navzgor so bili zabeleeni leta 2005 po e
omenjenem vstopu Slovenije v EU, nato pa e v letu 2007, ko je bil zabeleen najviji porast v
posameznem letu. V letih 2010 in 2011 se je priela stagnacija na tem podroju, vzrok pa je
prav gotovo v recesiji, v katero je zapadlo svetovno gospodarstvo. Trenutno je v Sloveniji
236

registriranih e blizu 50.000 motornih koles, motorna kolesa pa proti osebnim avtomobilom
predstavljajo skoraj 5 % dele. S tem deleem se sicer ne moremo primerjati z motoristino
najrazvitejimi dravami, kot sta recimo Italija in panija, vendar pa je potrebno povedati, da
je vonja motorja v Sloveniji skoraj izkljuno hobi oziroma zabava. Le redki so tisti, ki
motorno kolo vsakodnevno uporabljajo kot prevozno sredstvo namesto avtomobila.

Tabela 1: Naraanje tevila registriranih motornih koles v Pomurju

Vir: Statistini urad R Slovenije.

Redki so motoristi, ki na letni ravni prevozijo omembe vredno tevilo kilometrov in mogoe je
ravno v tem vzrok za slabo stanje prometne varnosti motoristov. Posledino jim manjka
izkuenj in znanja. Velik problem je tudi sezonska uporaba motornih koles, ki je pogojena s
klimatskimi pogoji. Razen na Slovenski obali je uporaba motornih koles omejena le na topleji
del leta. Zaradi tega ostali udeleenci predvsem v spomladanskih mesecih e niso vajeni
prisotnosti motoristov na cestah in ravno takrat so motoristi najvekrat rtve drugih
voznikov.
Vzrok pa je gotovo tudi v dejstvu, da Slovenija nima zgrajenega nobenega primernega
dirkalia, zaradi esar predvsem vozniki monejih portnih motorjev adrenalinske uitke
iejo na javnih cestah, ki pa so vse prej kot primerne za tovrstno poetje.
Zanesljiva vonja motorja zahteva znanje in izkunje. Vozniki izpit je zgolj osnova, da zakon
motoristu dovoli gibanje na cesti. Od tu naprej je pot tlakovana tudi s padci in kakno nesreo.
In al so nesree z najhujimi posledicami postale problem tudi v nai regiji. V letih 2002 in
2003 na cestah v Pomurju ni umrl noben motorist, leta 2005 po zaetku motobooma pa trije
(3). Dale najslabe stanje pa je bilo leta 2006, ko je v nesreah umrlo pet (5) motoristov ter
en (1) sopotnik na motorju. V letu 2006 je tako dele mrtvih motoristov in sopotnikov na
motorju predstavljal kar 37 % vseh mrtvih v nesreah v regiji.
e dodatni problem pa v nai regiji predstavlja tudi vonja pod vplivom alkohola. Zaradi
nekaterih kulturnih, zgodovinskih in socialnih vzrokov je namre Pomurje e leta na vrhu
slovenskega povpreja, ko govorimo o deleu pijanih povzroiteljev prometnih nesre, saj se
ta v zadnjih letih giblje okoli 14 % in motoristi pri tem niso nobena izjema. V letu 2011 smo v
regiji beleili statistino najvarneje leto, kar se varnosti cestnega prometa tie, saj so v
nesreah umrli le trije (3) ljudje. Vendar pa sta bila dva (2) izmed njih motorista in pri obeh je
bil v organizmu prisoten alkohol.

237

Tabela 2: Prometne nesree z udelebo motoristov v Pomurju glede na posledice

Vir: MNZ, Policija

Od leta 2002 do 2011 se je na pomurskih cestah zgodilo 16,455 prometnih nesre, v katerih
je umrlo 157 ljudi. Tako je dele udelebe voznikov motornih koles v prometnih nesreah le
2.4 %, mrtvi vozniki motornih koles pa predstavljajo kar 11,4 % vseh mrtvih na pomurskih
cestah v tem obdobju.

3. PRIZADEVANJA ZA VEJO VARNOST MOTORISTOV

Drava je poskuala po vzoru Evrope vejo varnost zagotoviti z omejitvami glede pridobivanja
pravice do vonje motornega kolesa. Leta 2004 je priel veljati Zakon o varnost cestnega
prometa,9 v skladu s katerim je bila pridobitev voznikega dovoljenja za vonjo motornih
koles brez omejitve moi mona po dopolnjenem 21. letu starosti. Med 18. in 21. letom pa je
lahko motorist vozil le motorno kolo, katerega mo ni presegala 25 kW in razmerje mo
motorja/masa vozila ni presegala 0,16 kW/kg. Od julija leta 2011 velja nov Zakon o
voznikih10, ki je to podroje uskladil s predpisi EU, tako da je uvedel direktni in indirektni
dostop do voznikega dovoljenja A kategorije brez omejitev. Tako vozniko dovoljenje lahko
pridobi oseba ele po dopolnjenem 24. letu starosti (direktni pristop), e pa je pred tem e
imela dve leti vozniko dovoljenje kategorije A2 (indirektni pristop), lahko pridobi vozniko
dovoljenje A kategorije, ko dopolni 20 let starosti. V skladu z novo zakonodajo v kategorijo A2
spadajo motorna kolesa, katerih mo ne presega 35 KW in razmerje med mojo in maso ne
presega 0,2 kW/kg in ne izvira iz vozila z enkrat vejo mojo.S takim zakonskim reitvami se

Zakon o varnosti cestnega prometa (Uradni list RS 83/2004 s spremembami in dopolnitvami) ki je prenehal veljati
01.07.2011.
10
Zakon o voznikih ( Uradni list RS 109/20110 z dne 30.12.2010).

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je elelo dosei postopno uvajanje mladih motoristov v nevaren vsakdan cestnega prometa in
predvsem postopno pridobivanje voznikih izkuenj na njim primernih motornih kolesih.
Katastrofa v letu 2006 je bila tudi vzrok, da smo na Policijski upravi Murska Sobota v
sodelovanju s Prometno-varnostnim centrom panik in pomurskimi moto-klubi pristopili k
bolj sistematinemu in kvalitetnejemu izvajanju preventivnih projektov namenjenih
motoristom (in voznikom ostalih enoslednih vozil). Policija je sicer pred tem e izvajala
doloene preventivne projekte pod skupnim imenom Policijska izkunja kot nasvet, ki so
obsegali predvsem praktine delavnice in vaje na poligonu, katere so vodili izkueni policistimotoristi. Najveji problem teh programov pa je bil predvsem zelo slab obisk tistih, ki so jim
bile aktivnosti namenjene. Neredko se je dogajalo, da je bilo na prireditvah ve policistov kot
pa obiskovalcev motoristov. V praksi je namre zadeva potekala tako, da je policija doloila
datum in kraj, kjer se bodo aktivnosti odvijale, nato pa je to informacijo bolj ali manj uspeno
poskuala posredovati motoristom.
Zato je bil februarja 2007 sklican sestanek z predstavniki osmih (8) pomurskih moto-klubov,
na katerega so bili povabljeni tudi predstavniki medijev. Na sestanku je bila udeleencem
predstavljen problem slabanja varnosti motoristov ter nakazani vzroki zanj. Analizirane in
predstavljene so bile tudi vse prometne nesree s smrtnim izidom iz leta 2006. Na sestanku je
bi sprejet dogovor, da se pobudo za organiziranje razlinih preventivnih aktivnosti in
treningov varne vonje prepua klubom, ki na ta nain pokaejo tudi vejo odgovornost za
stanje prometne varnosti in za varnost svojih lanov. V nadaljevanju leta je ta pristop
pripomogel k temu, da se je razlinih predavanj in treningov udeleilo preko 800 motoristov.
Celoten projekt je bil ves as tudi dobro medijsko podprt, preko medijskih aktivnosti pa se je
predvsem strmelo k temu, da ostali udeleenci predvsem vozniki osebnih avtomobilov
prinejo motoriste dojemati kot enakovredne udeleence v prometu. Kot nagrada za dobro
sodelovanje je bila ob koncu sezone v panik centru organizirana tudi prireditev ob zakljuku
sezone s pogostitvijo in zanimivim spremljevalnim programom. V letu 2007 so na cestah v
regiji umrli trije (3) motoristi, kar sicer ni malo, vendar smo bili edina regija v dravi, kjer je
umrlo manj motoristov kot leto prej.
Fotografija 2: Prireditev ob koncu sezone v panik Centru oktober 2011

Vir: Arhiv Zavoda Oranna nit

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V naslednjih letih smo nadaljevali s tako zastavljenimi aktivnostmi in sodelovanje vzpostavili

tudi z novo ustanovljenimi klubi, ki jih je danes e dvajset (20). Vsako leto v mesecu aprilu
organiziramo vejo prireditev za vse klube na enem mestu v Centru panik, e naprej pa
aktivnosti izvajamo tudi s posameznimi klubi in tudi skupinami motoristov11.
Zaradi obsega preventivnih aktivnosti, s katerimi smo se ukvarjali in ki ni zajemal samo dela z
motoristi, je bil januarja 2010 ustanovljen Zavod ORANNA NIT, Zavod za izobraevanje v
cestnem prometu. Zavod je postal krovna organizacija, v okviru katere potekajo predvsem
aktivnosti za vejo varnost najbolj ogroenih kategorij prometnih udeleencev. Seveda pa
zavod ne bi mogel uspeno delovati, e ne bi bilo tudi podpore drave preko Agencije za
varnost prometa, Sveta za preventivo in vzgojo v cestnem prometu ter podpore zavarovalnic
in entuziazma posameznikov. Z ustanovitvijo zavoda smo projekt tudi poimenovali, in sicer
MOTORISTI, ZMANJAJMO TVEGANOST VONJE VOZIMO ORANNO.
Rezultati dobrega dela so se pokazali relativno hitro. Tudi v letu 2008 so na cestah v regiji
umrli trije (3) motoristi, leta 2009 pa dva (2), vendar pa je v obeh primerih lo za tuja
motorista avstrijskega in madarskega dravljana. Uinek kvalitetnega in nartnega dela na
tem podroju pa se je dokonno potrdil v letu 2010, ko v regiji nismo imeli nobene smrtne
rtve med motoristi. e bolj kot tevilo mrtvih motoristov pa v prid pozitivnim rezultatom
projekta govori dejstvo, da se tevilo prometnih nesre z udelebo motoristov po letu 2006
zmanjuje, kljub temu da je tevilo motoristov od takrat poraslo za dobrih 40 % .
4. CILJNA SKUPINA IN POTEK AKTIVNOSTI
Ciljna skupina programa, ki je sestavljen iz teoretinega in praktinega dela12 , so vozniki
motornih koles.
11

Poleg podajanja teoretinega in praktinega znanja o vonji motorja udeleencem nudimo tudi zanimive
spremljevalne vsebine. Na prireditvi ob prietku sezone v letu 2011, katere se je udeleilo rekordno tevilo motoristov,
je udeleencem svojo izkunjo predstavil motorist Marko VODOPIJA, ki je leta 2010 preivel hudo prometno nesreo, v
kateri je bil skoraj 30 minut klinino mrtev.
12

Teoretini del zajema:

-prometna varnost: zavestna vonja oz. zbranost, zaznavanja in motnje v zaznavah, , pozornost, subjektivna,
objektivna
varnost in partnerstvo v prometu,
-osnove vozne fizike: oprijemljivost pnevmatik, pomembnost pnevmatik, amortizerjev in vzmetenja,
- vplivi na prisilno zaustavljanje vozil oz. zavorno pot, naini zaviranja, dinamini prenos tee, podkrmiljenje in
prekrmiljenje ob delovanju stranskih sil,
-KAMOV krog in objektivna varnost,
-diskusija posamezne prometne situacije
-mentalni trening,
-zaitna oprema motorista,
-motorist na motornem kolesu teorija,

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URNIK AKTIVNOSTI
MESEC

AKTIVNOST

FEBRUAR-APRIL

APRIL-SEPTEMBER

OKTOBER

izvedba sestanka s predstavniki moto klubov iz obmoja

Pomurja in sprejet dogovor za sodelovanje v tekoem
letu
predstavljen program ZMANJAJMO TVEGANOST
VONJE, VOZIMO ORANNO.
izvajanje projekta, sodelovanje na vseh moto zborih (vsi
klubi ne organizirajo zborov) na obmoju Pomurja
izvedba prireditve ob zaetku sezone
zakljuek moto sezone z nadaljevanjem projekta
Zmanjajmo tveganost vonje, vozimo oranno v
naslednjem letu.

Fotografija 3: Trening varne vonje v panik centru april 2011

- speljevanje, hitrost
Praktini del se izvaja na poligonu in na simulatorju vonje motornega kolesa in zajema:
- dejavnike pasivne in aktivne varnosti in njihov vpliv na varno vonjo (ABS, ESP.)

- zaviranje na razlinih podlagah vozia,

- prikaz vpliva hitrosti na zavorno pot,
-vonja slalom pravilno in pravoasno sukanje volana.
- ruenje stabilnosti in ponovno vzpostavljanje stabilnosti , s poudarkom na pravoasnem pravilnem reagiranju,
- prisilno zaustavljanje vozila ob istoasnem izogibanju oviram na razlinih podlagah,
- poloaj motorista na motornem kolesu,
- speljevaje in ustavljanje (vonja v krog v obe smeri, vonja v osmici, zaviranje; umikanje nevarni situaciji;
zaviranje z umikanjem in kondicijska panoramska vonja).

241

Vir: Arhiv Zavoda Oranna nit

4.1 STROKI
V vseh letih je bilo za izvajanje projekta porabljeno cca. 10.000 (v stroke so vkljueni
stroki najema poligona in uilnic, stroki preventivnega materiala za udeleence, pogostitev
udeleencev prireditev ob zaetku in koncu sezone ), kar pomeni, da je bilo letno porabljeno
priblino 2.000 .

5. ZAKLJUEK
Projekt se izvaja tudi v letonjem letu, saj analize kaejo pozitivne rezultate. Zmanjalo se je
tevilo prometnih nesre, v katerih so udeleeni motoristi, kljub temu, da tevilo registriranih
motornih koles naraa. Izvajanje projekta je dalo veliko pozitivnih rezultatov, pokazalo pa je
tudi nekaj pomanjkljivosti.
Pozitivni vidik je prav gotovo mnoina udeleba motoristov na prireditvah, delavnicah in
predavanjih ter preko medijske podpore odpravljanje stereotipov o motoristih. Verjetno bi
bila situacija drugana, e motoristi v regiji ne bi bili tako dobro organizirani v klubih. Slabost
je namre ravno ta, da k sodelovanju teko pritegnemo ravno tiste motoriste, ki bi bili
tovrstnega usposabljanja najbolj potrebni, pa niso lani klubov. Slabost vidimo tudi v tem, da
veliko ostalih prometnih udeleencev e vedno dojema motoriste kot divjake in marginalce
ter se do njih na cesti tako tudi obnaajo.
Brez smisla si je zatiskati oi: motorist je izpostavljen in ranljiv. Da si sam ne povzroa kode,
je potrebno vaditi vonjo in znati prepoznati prometne pasti. Skrb zaradi naraajoega
nesodelovanja med vozniki ter agresivnega in nasilnega vedenja med njimi naraa. Druba
postaja edalje bolj tekmovalna. Zanaanje na neformalna pravila v prometu je bilo morda
uinkovito, ko so bila le-ta jasna vsem udeleencem v cestnem prometu, z naraajoo
kulturno raznolikostjo in ezmejnim prometom pa ni ve tako. In konno, hitro naraanje
242

gostote prometa poveuje tevilo interakcij in konfliktov med udeleenci, poleg tega pa
poveuje tudi frustracije in zaradi tega tudi neustrezne ustvene reakcije v konfliktnih
situacijah. Ko govorimo o prometnih nesreah je na prvem mestu kot vzrok neprilagojena
hitrost. Ampak hitrost sama ni nevarna, nevaren je lovek!

6. VIRI IN LITERATURA:

Resolucija o nacionalnem programu varnosti cestnega prometa za obdobje 2007 do

2011
(Skupaj za vejo varnost), Uradni list R Slovenije, t.2/2007 z dne 09.01.2007.
Gustini, M. (2007). Magisterij vonje motocikla, zaloba Mig Team
Zakon o varnosti cestnega prometa (ZVCP-1), Uradni list R Slovenije, tevilka 83/04
z dne 29. 7. 2004.
Zakon o voznikih (ZVoz), uradni list R Slovenije, tevilka 109/2010 z dne30.12.2010
www.vozimo-pametno.si
www.moto-aktivisti.si
www.mzip.gov.si/si/delovna_podrocja/promet/evidence_motornih vozil
www.policija.si

243

ZAVOD ORANNA NIT

MURSKA SOBOTA, SLOVENIJA
mag. Sreko TEINER
Boris IBRAT, dipl.var.

PROJECT BIKERS, REDUCE THE RISKS OF DRIVING DRIVE ORANGE

An effort to improve the safety of motorcyclists in Pomurje region
SUMMARY
The number of two-wheeled motor vehicles on the Slovenian roads has increased in recent
years, especially the number of motorcycles. By increasing the number of motorcycles on our
roads, the drivers of these vehicles have a greater impact on road safety. Slovenia has taken a
major step forward in the field of traffic safety in the past few years and ever since the
number of fatalities has decreased. The same does not apply to the safety of two-wheeled
motor vehicles drivers particularly motorcyclists. Drivers of two-wheeled motor vehicles in
Slovenia are at high risk of having a traffic accident in which they will either die or be
seriously injured. This was particularly demonstrated in 2011, when the motorcyclists
accounted for 20% of all fatalities on Slovenian roads.
Driving a motorcycle is a demanding task. Skills, needed for safe driving are: knowledge,
experience, good physical and mental condition of the driver, properly maintained vehicle and
adequate infrastructure. There are many causes of accidents. Accidents are usually caused by
drivers themselves, speeding being the predominant factor. Motorcycling in Slovenia is
primarily a hobby and relaxation. Bikers who use motorcycle exclusively as means of
transport are rare. Stereotypes about motorcyclists, which derive from other road users, also
present a big problem for bikers safety, since the others often perceive them as savages and
inferior road-users.
KEY WORDS: motorcycle, drivers of two-wheeled vehicles, traffic accidents, speeding, traffic
safety
1. INTRODUCTION
Two decades ago, motorcyclists were quite a rare phenomenon on the roads in Pomurje
region and Slovenia. Only the few lucky ones could afford this hobby and only few chose it. It
was only after 2000, when the economic situation in the newly created country normalized
and we considered joining the European Union that the motorcycle boom came. Suddenly
motorcycles became financially more accessible and popular. We experienced the final
expansion of the motorcycle scene in 2005, after the country joined EU on 1st May 2004. The
market with second-hand motorcycles was opened and because the offer was much higher
abroad than in Slovenia the prices dropped.

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This trend was also very prominent in Pomurje region, where many motorcycle clubs (MCs)
were formed. Today there are more than twenty officially registered MCs. Those with longer
tradition are organizing larger bikers meetings, which are being attended by a great many
motorcyclists from all over the country as well as from abroad. However, unfortunately, this
has a very negative impact on road safety in the region.

Photo 1: Accident which occurred in 2009 at a local road near the village
Domanjevci

Source: MNZ, Policija

The European Transport Safety Council (ETSC) closely analyzed the mortality rate of the
two-wheeled vehicles users in Europe in their report from 2007. In the year 2006, 6,200
motorcyclists and moped drivers were killed on the EU's roads. Drivers of two-wheelers
account for 16 percent of all fatalities, in comparison to only 2 percent of total mileage. On
average, the possibility that a biker participates in a fatal accident is 18 times higher than that
of a car driver (according to one traveled kilometer). The report negatively highlights
Slovenia, which is, by all standards, a very dangerous country for drivers of motorcycles and
mopeds. The statistic puts us completely at the end of the comparative scale of risks. Driving a
motorcycle on our roads is 50 times more dangerous than driving a car.

2. TRAFFIC ACCIDENTS IN POMURJE REGION IN WHICH MOTORCYCLISTS WERE INVOLVED

In the last decade, the number of registered motorcycles (over 125cc) in Pomurje region
increased by almost four times. The first major increase was recorded in 2005, after Slovenia
joined the EU. Another one followed in 2007, when the highest increase during a years period
occurred. In 2010 and 2011 stagnation is evident, the cause of which is certainly the crisis in
the global economy. Currently, almost 50,000 motorcycles are registered in Slovenia and if
compared with cars, they account for almost 5% share. Even though this result does not put
us alongside the most motorcycle developed countries, such as Italy and Spain, it should be
245

noted that a substantial difference is evident between us and those countries. Riding a
motorcycle in Slovenia is almost exclusively a hobby or fun. Bikers who daily use motorcycles
rather than cars as means of transport are rare.
Chart 1: The growing number of registered motorcycles in Pomurje region

Source: Statistini urad R Slovenije.

Therefore, the main cause for poor safety of motorcyclists in our country may lie in the fact
that motorcyclists who annually travel impressive mileage are rare. Consequently, drivers in
general lack in experience and knowledge. Seasonal use of motorcycles, as a result of our
climate conditions, also represents a great problem, since the driving is limited to the warmer
part of the year, with the exception of the Slovenian coast. It is for this reason that other
participants are not yet accustomed to the presence of motorcyclists on the roads in the
spring months. This is the period when bikers are oftener fall victims to other drivers.
Problematic is also the fact that Slovenia does not have any suitable race circuit. Therefore,
drivers of powerful sports-bikes are seeking adrenalin and excitement through speeding on
public roads, which are not appropriate for such driving.
Reliable driving of motorcycle requires knowledge and experience. A driver's license is only
the basis, which allows involvement in traffic with a motorcycle. From then on, the path may
be paved with some minor inconveniences and some accidents. However, the accidents with
the severest consequences are those, which became the main problem in our region. In the
years 2002-2004, there were no fatalities among motorcyclists. In 2005, after the so called
biker-boom, three of them died. The worst situation was in 2006, when five motorcycle
riders and one passenger accounted for 37% of all fatalities in the region.
Another major problem in our region is also drunk-driving. Due to certain cultural, historical
and social causes, Pomurje is constantly at the top of the Slovenian average considering the
proportion of accidents caused by drunk drivers. This proportion varies at 14% and it
includes motorcyclists as well.
The year 2011 was statistically the safest year (in terms of traffic safety) in the region.
Only three people died in road accidents, yet two of them were motorcyclist with alcohol
detected in their organism.

246

Chart 2: Consequences of road accidents involving motorcyclists in Pomurje

Source: MNZ, Policija

From 2002 to 2011, 16,455 traffic accidents occurred in Pomurje region and 157 people died.
Motorcyclists were involved only in 2.4 % of all accidents, but fatalities among them account
for 11.4% of all deaths in the region occurring during that period.

3. EFFORTS TO IMPROVE THE SAFETY OF MOTORCYCLISTS

The government, inspired by the EU, has tried to ensure greater security of motorcyclists by
limiting the acquisition of the right to drive a motorcycle. The Road safety Law13 came into
effect in 2004. In accordance with this Act, it was possible to obtain a driving license for
driving a motorcycle without any power limitation at the age of 21. The motorcyclists, aged
between 18 and 21, were allowed to drive only those motorcycles which did not exceed 25
kW and whose ratio between engine power and weight did not exceed 0.16 kW / kg.
Since July 2011, the new Law for Drivers14 came into force, which had been modified to
conform to EU regulations. It introduced the direct and indirect access to A category license
with no restrictions. Such license can be obtained by a person who is already 24 years old
(direct access). If they already have a driving license for category A2 for two years, it is
possible to obtain an A category license with the age of 20 (indirect access). In accordance
with new legislation, the A2 license includes motorcycles with a power that does not exceed
35 KW, whose ratio between power and weight does not exceed 0.2 kW / kg and which are
not derived from another vehicle that is twice so powerful. The aim of the legislation was a

13
14

Road safety Law (URL RS 83/2004 with amendments), which expired on 01/07/2011.
Drivers Law (URL RS 109/20110 , 30.12.2010).

247

gradual introduction of the everyday traffic risks to young motorcyclists and a gradual
acquisition of driving experience with adequate motorcycles.
After the "catastrophe" in 2006, the Police Directorate Murska Sobota in cooperation with the
Traffic Safety Centre panik and the local MCs systematically approached to the
implementation of the preventive projects for motorcyclists and other drivers of two-wheeled
vehicles. The police had already performed a preventive project called "The Police experience
as advice", which contained practical workshops and tutorials on the test track conducted by
the experienced police officers motorcyclists. The biggest problem of these programs was
mostly very poor attendance by the target group of people. It was often the case that there
were more police officers participating on these events than visitors motorcyclists. The
police would set a date and place where the activities would take place and then the
information was (more or less successfully) transmitted to motorcyclists.
For this reason, a meeting with representatives of eight MCs was held in February 2007. The
representatives of the media were also invited. At this meeting, the problem of deteriorating
safety of motorcyclist was presented to the participants and the causes for such situation
were pointed out. An analysis of all fatal accidents in 2006 was presented. We agreed that in
the future the MCs would take the initiative for organizing the preventive activities. This
would show greater responsibility of the MCs for road safety and the safety of their club
members. The approach proved to be efficient, since over 800 bikers attended various
lectures and training sessions later in the year 2007. The whole project was throughout wellsupported by the media. With the media support we tried to achieve the goal that other traffic
participants (mainly car drivers) would start to perceive bikers as equal road users.
As a "reward" for the good cooperation during the year, we organized an event with catering
and an interesting support program for motorcyclists, which was held at the end of the season
in the Center panik. In that year, three motorcyclists died in traffic accidents in Pomurje. This
was not negligible; however we were the only region in our country, which had a smaller
number of casualties among motorcyclists compared with the previous year.

Photo 2: Event at the end of the season in panik Center oktober 2011

Source: Zavod Oranna nit

248

In the following years we continued with these activities and also set up cooperation with the
newly established MCs, whose number has increased up to 20. Every year in April and
October we organize a major event for all MCs at the Center panik. We also perform
activities with individual clubs and with groups of motorcyclist during the year15.
Due to the large scale of preventive activities, which also included other road users, the
institute ORANNA NIT (the Institute for Education in the road traffic) was established in
January 2010. The Institute has become an organization, which performs activities for better
security of the most vulnerable categories of traffic participants. The Institute would not be
able to work successfully, if there was no government support, which was executed through
the Agency for traffic safety and the Council for the prevention and education in road traffic,
as well as the support of the insurance companies and enthusiasm of individuals. With the
establishment of the institute the project was named BIKERS, REDUCE THE RISKS OF
DRIVING DRIVE ORANGE.
The results of good work appeared quickly. Three motorcyclists died in 2008, two in 2009, in
both cases foreign motorcyclists one Austrian and an Hungarian citizen. The results of
qualitative and systematic work in this area were finally revealed in 2010. There were no
fatalities among motorcyclists in that year. The fact, which speaks in favor of the project even
more than the number of fatalities itself, is that the number of traffic accidents involving
motorcyclists decreases after 2006, despite the fact that the number of bikers in that period
increased by 40%.

4. TARGET GROUP AND ACTIVITIES

The target group of the program, which consists of theoretical and practical work16, are
motorcyclists.
15

Beside the theoretical and practical knowledge, we also offer other interesting content to participants. On the event

at
the start of the season in 2011, motorcyclist Marko Vodopija shared his experience with participants. Marko survived
a
serious road accident in 2010, in which he was clinically dead for almost 30 minutes.
16

Theoretical part (3 lessons) covers the following topics::

- traffic safety: driving awareness, concentration, perception, disturbances in perception, attention, subjective and
objective safety, partnership in road traffic
- basics of driving physics, friction and tire adhesion, importance of tires, shock absorbers and suspension
- effects on the emergency braking distance, braking methods, dynamic weight transfer, under steering and
over steering, lateral forces
- KAMs circle and objective safety
- discussions about real traffic situations

249

SCHEDULE
MONTH

ACTIVITIES

Meeting with MCs representatives from Pomurje region

and confirmation of the agreement to participate in the
project during the current year
project presentation
project implementation (MCs, groups)
event at the start of the season at the panik Centre
participation in biker meetings (6-8 major events)

event at the end of the season at the panik Centre

FEBRUARY-APRIL

APRIL-SEPTEMBER

OCTOBER
Photo 3: Safe driving lessons at the panik Centre april 2011

- mental training
- use of protective equipment for motorcyclists
- a motorcycle rider on the motorcycle - theory
- starting from a standing position, driving speed.
Practical part (5 lessons) covers the following topics:
- driving on a polygon and on a ride simulator
- passive and active safety systems of the motorcycle and their impact on safe driving
- braking on different road surfaces, slalom driving, driving in a loop
- the impact of speed on breaking distance
- loss of stability and regaining of stability, timely and properly responding
- stopping the vehicle, while avoiding obstacles on different surfaces
- different driving positions on a motorcycle
- starting and stopping, fitness panoramic ride

250

Source: Zavod Oranna nit

4.1 COSTS
Since 2007, approximately 10,000 have been spent to implement the project (costs include
the rental of a polygon and classrooms, the costs of preventive materials for participants,
catering for participants). This means that about 2,000 were spent over one year.

5. CONCLUSION

We continued with the project in 2012, because the analyses have shown positive results.
Implementation of the project has given many positive results, but also showed some
weaknesses.
The positive aspects of the project are certainly the mass participations of motorcyclists at the
events, workshops, lectures and elimination of stereotypes about motorcyclists (through
media support). The situation would probably be different, if the motorcyclists in the region
had not been so well organized in clubs. Indeed, the weakness lies in the fact that it is hard to
attract the bikers who are not members of any clubs, but need such training. Another problem
is that a lot of other traffic participants still perceive bikers as "savages" and marginal drivers,
and consequently treat them as such.
It makes no sense to lie to ourselves: the motorcyclist is exposed and vulnerable. So that he
does not harm himself, he must practice driving, which enables him to recognize traffic traps.
The concerns about increased non-cooperation, aggressive and violent behavior among
drivers grows. Society is becoming more competitive. Relying on informal traffic rules may
have been effective, when they were known to every road user. The growing cultural
differences and the cross-border traffic changed the situation. Finally, the fast growing density
of the traffic increases interactions and conflicts among the road users, which result in
frustrations and inappropriate subjective reactions. Even though the main cause for traffic
accidents is speeding, speed itself is not dangerous. Dangerous is human himself.
251

6. SOURCE AND LITERATURE:

Resolucija o nacionalnem programu varnosti cestnega prometa za obdobje 2007 do

2011
(Skupaj za vejo varnost), Uradni list R Slovenije, t.2/2007 z dne 09.01.2007.
Gustini, M. (2007). Magisterij vonje motocikla, zaloba Mig Team
Zakon o varnosti cestnega prometa (ZVCP-1), Uradni list R Slovenije, tevilka 83/04 z
dne 29. 7. 2004.
Zakon o voznikih (ZVoz) , uradni list R Slovenije, tevilka 109/2010 z dne30.12.2010
www.vozimo-pametno.si
www.moto-aktivisti.si
www.mzip.gov.si/si/delovna_podrocja/promet/evidence_motornih vozil
www.policija.si

252

Ekonomska in trgovska ola Breice

Stanislav Leviar, M.Sc.

IMPLEMENTATION OF BENFORD'S LAW BASED VERIFICATION IN LOGISTICS

INFORMATION SYSTEMS
Povzetek:
Z naraanjem kompleksnosti procesov, ki se odvijajo v okviru oskrbovalnih verig, se
pojavljajo tudi dodatne nevarnosti in tveganja pri udeleenih podjetjih in drugih agentih.
Informacijske tehnologije so sicer omogoile mnoge nove uinkoviteje naine
medorganizacijskega sodelovanja in optimizacijo procesov, vendar slednji niso udejanjeni v
polni meri, predvsem zaradi nezmonosti preverjanja zanesljivosti podatkov sodelujoih
agentov. Namen lanka je tako prouiti monost odprave enega kljunih elementov te ovire s
pomojo Benfordovega zakona, kot osnove za razvoj univerzalnega in venamenskega orodja
za preverjanje, ki bi bilo sestavni del informacijskega sistema.
Kljune besede: Benfordov zakon; odkrivanje goljufij; avtomatizirani informacijski sistemi,
oskrbovalna veriga

1. INTRODUCTION
S edalje bolj fragmentiranimi in specializiranimi, a tudi uinkovitimi organizacijami, ki
sestavljajo sodobne oskrbovalne verige, postaja koordinacija njihovih aktivnosti vse bolj
zapletena in podvrena raznovrstnim dodatnim vplivom, ki so bili do pred kratkim
ovrednoteni kot obrobni v primerjavi z drugimi povzroitelji proizvodnih in distribucijskih
strokov. Informacijski sistemi so sicer uspeno razreili mnoge izzive, ki so se pojavili s
porastom kompleksnosti. V sodobnih oskrbovalnih verigah so informacijski sistemi razlinih
organizacij pogosto tesno povezani in soodvisni. Tovrstna integracija je omogoila precejnje
prihranke strokov in asa, obenem pa je odpravila monosti lovekih napak in do doloene
mere tudi manipuliranja s podatki. Upravljanje in zasnova informacijskih sistemov je tako
teie svojih naporov premaknila k vzpostavljanju algoritmov za zdruevanje podatkov in
analizo le-teh, ter k pregledu rezultatov izhodnih informacij. Vse ve odloitev v logistinih
procesih je tako odvisnih od kakovosti, tonosti in pravoasnosti informacij, ki jih zagotavljajo
tovrstni sistemi. V teh okoljih je koncept zaupaj, a preveri, pri katerem si sodelujoi v
oskrbovalni verigi naeloma zaupajo, a kljub temu izvajajo obasna preverjanja prejetih
vhodnih informacij, edalje bolj pogosto uporabljan tudi pri nadzoru nad procesi znotraj
podjetja.

253

Preverjanje je pomembno v prvi vrsti za namene odkrivanja lovekih napak in tudi tistih, ki
so sistemske narave. Odkrite prepozno lahko povzroijo nezanemarljive in nepredvidene
stroke v razlinih fazah proizvodnje in transporta. asovne zamude ravno tako prenaajo
pritisk na zaposlene, kar se lahko odrazi v nadaljnih tveganjih v proizvodnih in logistinih
procesih. V sodobnih, tesno prepletenih aktivnostih oskrbovalnih verig (tako znotraj
organizacij kot med njimi) je tako vse ve poudarka na nadzoru podatkov, tudi zaradi
odkrivanja monih zlorab in manipulacij z njimi.
Dobro poznan je fenomen oportunizma dobaviteljev, ko slednji v odsotnosti nadzornih
mehanizmov zlorabijo zaupanje, ki jim je dano s strani naronika, z namenom pridobiti
doloeno prednost, ki je lahko v ve oblikah. Npr. dobavijo lahko blago, ki je slabe kakovosti
od priakovane, ali pa nartno manipulirajo s podatki, ki so jih obvezni podajati. Te zlorabe
lahko vodijo do obutnih izgub in okodovanj v prihodnosti, ter tako bistveno preseejo obete
morebitnih prihrankov posameznih agentov oskrbovalne verige, nenazadnje pa je tudi vzroke
in odgovorne teko identificirati. Druga vrsta manipulacije zajema poskuse prikrivanja s
strani dobaviteljev, ki bi se eleli izogniti penalom ali drugim negativnim posledicam zaradi
nezadovoljive izpolnitve naroil. Tako lahko v sistem vnesejo neresnine vhodne podatke in
to v razlinih delih procesov, ki potekajo v oskrbovalni verigi.
Rezultat tovrstnih goljufivih aktivnostih je lahko posamino neznaten, a lahko akumulira in
povzroi pomembne negativne posledice, ki se odrazijo e posebej v zadnjih fazah
proizvodnega in distribucijskega procesa (Ivens in Prado, 2007). Posledino sodobni
informacijski sistemi, ki podpirajo edalje veji del nartovanja, organiziranja, izvajanja in
nadziranja procesov, vse ve poudarka namenjajo preverjanju vhodnih informacij. Z
naraanjem koliine vhodnih podatkov pa je tudi vse ve potreb po razvoju algoritmov za
prepoznavanje vzorcev v raznih procesih, ki jih je nato mo razlikovati od tistih, ki odstopajo
od priakovanih in normalnih.
Obiajno je bila ta teava razreena z razvojem po meri narejenih algoritmov, ki so vsebovali
globlje razumevanje pomena izmerjenih vrednosti, in ki so bili nato postavljeni v korelacijsko
perspektivo preostalih procesov. Ti algoritmi so dokazano uinkoviti, vendar jih je asovno
zamudno razvijati, prav tako pa so tudi omejeno uporabni pri drugih vrstah podatkov.
Preostali podatki so tako podvreni le grobim splonim preverbam, ki so sposobne prepoznati
le najbolj izstopajoe vrednosti in druge podrobne anomalije. Pomanjkanje orodij za
podrobneje spremljanje podatkov, ter mone iniciative za nadaljnje zdruevanje
informacijskih sistemov soodvisnih organizacij (oz. agentov) je tako spodbudilo razvoj novih
mehanizmov, ki bi bili sposobni prepoznavati goljufivo ravnanje in manipulacijo s podatki

2. MANIPULACIJA S PODATKI V OSKRBOVALNIH VERIGAH

Manipulacija s podatki je posledica nasprotujoih si interesov vpletenih agentov (Vaaland and
Purchase, 2005), ki so vpeti bodisi v logistine, bodisi v proizvodne procese, kjer vsaka stran
skua maksimizirati svoje koristi. e izkorianje te pozicije prine potekati na raun sprejetih
dogovorov (ki skuajo maksimizirati koristi oskrbovalne verige kot celote) in v korist ene
stranke na raun druge, ki k temu ni dala soglasja, potem je mo ta dejanja opredeliti za
254

goljufiva. e tovrstne zlorabe potekajo s strani dobaviteljev, ki jim je bilo zaupano samostojno
preverjanje lastnih procesov, temu pravimo oportunizem dobaviteljev (Wathne and Heide,
2000). Wathe in Heide (2000) predpostavljata dve vrsti oportunistinega vedenja, ki se lahko
odvijeta v medorganizacijskih odnosih: aktivno in pasivno. Slednje je opisano kot odsotnost
izvedbe dogovorjenih aktivnosti, ki so ali bi lahko bile v prid kupcu, medtem ko je aktivni
oportunizem opredeljen kot namerno izvajanje aktivnosti, ki so v kodo naroniku. Zajemajo
lahko prikrivanje prave kakovosti blaga, spreminjanje asovnih igov oz. oznak v
proizvodnem ali transportnem procesu, ali drugih parametrov, na katere lahko vplivajo. To e
posebej velja za toke informacijskega sistema, kjer je vnos podatkov roen s strani
zaposlenih ene izmed vpletenih organizacij in ker imajo tudi vedenje o porazdelitvi
vrednosti, je kasneje odkritje krivcev toliko teje (Hales et al. 2008). Podobno velja tudi za
zbiranje podatkov znotraj podjetja, kjer so lahko zaposleni podvreni podobnim skunjavam
izognitve potencialnim kaznim s skrivanjem svojih napak in nepravilnim delovanjem opreme,
za katero so odgovorni (Hales et al. 2004). Da bi preverili podatke, ki jih vnaajo ali lahko do
njih dostopajo zaposleni, lahko podjetja uberejo razline poti kot je npr. naknadno
preverjanje in dvojne meritve, a ti pristopi so asovno potratni in dragi, obenem pa niso
izvedljivi v mnogih situacijah. Pravzaprav imajo dokaj negativen uinek na konkurenno
prednost organizacije in celotne oskrbovalne verige, ki tako teje zagotavlja pravoasnost
dostave, ter strokovno uinkovitost in kakovost svojih izdelkov (Verma and Pullman 1998).
To je razlog, da so za naslovitev teh izzivov potrebne reitve, ki so uinkoviteje in ceneje za
uvedbo. Ki so torej takne, ki bodo lahko analizirale iri obseg razlinih vhodnih podatkovnih
virov, ter ki bodo uspele samostojno zaznati mone goljufije ali druge vrste manipulacije s
podatki. Ena izmed reitev, ki jo v lanku predlagamo in obravnavamo, temelji na tevilni
analizi nadzorovanih podatkov v skladu z Benfordovim zakonom.

3. BENFORDOV ZAKON
Benfordov zakon je utemeljen na pojavu doloene porazdelitve tevk realnih tevil, ki jo je
prvi prepoznal Simon Newcomb (leta 1881), kasneje pa tudi Frank Benford (1938), po
katerem je zakon tudi poimenovan. Temeljno spoznanje, na katerem je slednji osnovan, je, da
imajo tevke na doloenem mestu tevila, ki pripada seznamu tevil, ki ga je mo pripisati
mnogim podatkom iz realnega ivljenja, vnaprej znano verjetnost pojavljanja. Kot se izkae, so
ti delei pojavljanja inherentni tevilnemu sistemu, ki ga uporabljamo npr. decimalnemu,
vendar je Zakon enako veljaven za katerikoli tevilni sistem. Osnovna formulacija
Benfordovega zakona tako pravi, da se v tevilnem sistemu z osnovo b, zaetna tevka d
pojavlja s sledeo verjetnostjo:
P(d) = logb(1 + d-1), kjer je d = 1,..., b - 1
V primeru desetikega tevilnega sistema je tako ta verjetnost enaka:
P(d) = log10(1 + d-1), kjer je d = 1,..., 9

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Zgoraj omenjena formula je derivat univerzalneje razliice, ki omogoa izraun verjetnosti

pojavljanja doloene tevke, za katerokoli mesto v tevilu, ki ustreza prej omenjenemu merilu
(Hazewinkel 1997). Vendar pa so zaetne tevke v tevilih ponavadi najbolj uporabljane.
Slednje so torej na prve mestu tevila, potem ko ignoriramo vse predhodne nile (ne glede na
stopnjo), saj nimajo uinka na razmerje verjetnosti pojavljanja.
Na Sliki 1 je razvidna Benfordova porazdelitev prvih tevk v desetikem sistemu:

Slika1: Benfordova porazdelitev

0,35
0,30
0,25

P(d)

0,20
0,15
0,10
0,05
0,00
1

V Tabeli 1 pa so navedene verjetnosti teh prvih tevk, v skladu z Benfordovim zakonom, ki

sledi prej omenjeni logaritemski formuli:

Tabela 1: Verjetnost zaetnih tevk glede na Benfordov zakon

First digit

Probability

1
2
3
4
5
6
7
8
9

0.30103
0.17609
0.12494
0.09691
0.07918
0.06695
0.05799
0.05115
0.04576

Ta priakovana razmerja med frekvencami posameznih tevk so nato primerjana s

frekvencami, ki so lastna podatkom, ki jih elimo preveriti (in ki smo jih prejeli iz obstojeih
informacijskih sistemov). V kolikor je mo zaznati razlike med frekvencami, obstaja monost,
256

da smo odkrili napako, ki ima lahko svoj vzrok ravno v namerni manipulaciji s podatki, lahko
pa tudi v napanih meritvah informacijskega sistema ali drugim dogodkom, ki sistematino
vplivajo na podatke (Hales et al. 2008). Do odkritja Benfordovega zakona so znanstveniki
pripisovali tevkam enakomerno in nakljuno porazdelitev (Brown 2005), z njegovim
odkritjem pa so se odprle nove monosti prepoznavanja vzorcev, ki so dosti bolj odporne
proti bolj zapletenim ponarejanjem podatkov, ki lahko vkljuujejo tudi statistino enako
porazdelitev izmerjenih vrednosti, kot je znailna za pravilne serije podatkov.
Najbolj znane uporabe Benfordovega zakona segajo na podroje forenzinega raunovodstva,
ki ga uporablja tudi davni urad ZDA (Nigrini 1996) za odkrivanje neresninih navedb
podatkov pri davnih prijavah (Browne 1998). Na ta nain pridobljeni dokazi so tudi priznani
kot veljavni in pravno sprejemljivi v sodnih postopkih v ZDA. Uporaba Zakona pa bi bila lahko
razirjena e na mnoga druga podroja in gospodarske panoge, kot je npr. logistika, kjer so
prepoznani doloeni vidiki (Hales et al. 2009), kjer bi lahko omogoal primerno alternativo
postopkom preverjanja, npr. statistini analizi vzorca (Hales et al. 2008), vendar na tem
podroju ni razvitih konkretnih predlogov uinkovite vgradnje spoznanj, ki jih prinaa
Benfordov zakona, v informacijske sisteme, ki nadzirajo procese v logistiki.
Dodati velja, da je Benfordov zakon veljaven v situacijah, kjer nabor tevilk sledi logaritemsko
enakomerni distribuciji, kar je znailno za vrednosti, ki so lastne mnogim vsakodnevnim
pojavom, kot so npr. gibanja cen delnic, rojstni dnevi, vrednosti izdanih raunov,
raunovodska poroila, tea atomov v raznih elementih, portni statistini podatki (Leemis et
al. 2000), kakor tudi doloenim fizikalnim in matematinim konstantam (Burke and Kincanon
1991). Po Halesu et al. (2009), so obvezne predpostavke, da Zakon lahko velja, sledee:
tevilke morajo biti naravnega izvora, in ne smejo biti ustvarjene s posegom loveka,
tevilke, ki se nanaajo na doloen pojav, ne smejo imeti vnaprej doloenih omejitev,
tok preloma ali kaknih drugih umetno vzpostavljenih razponov in
vrednosti morajo ustrezati porazdelitvi, ki sledi obliki Weibullovih porazdelitev.
Na podlagi omenjenih predpostavk je mono izpeljati e dve dodatni lastnosti Benfordovega
zakona. Prva je, da je slednji neodvisen od skale, v katerih se gibljejo vrednosti, druga pa je ta,
da je Zakon veljaven v ve vrstah verjetnostnih porazdelitev. Glede na to, da je osnovan na
podlagi verjetnostnih razmerij doloenih tevk, obenem pa je neodvisen od tevilnega
sistema, to pomeni, da so enote, v katerih so podatki izmerjeni, nepomembne. Nadaljna
zanimiva opazka glede Zakona je, da tudi, kadar ga apliciramo na podatke, ki so sestavljeni iz
vrednosti, ki upotevajo prej omenjene omejitve, ter tudi takih, ki pripadajo drugani
frekvenni porazdelitvi, Zakon kljub temu v veini primerov velja (Hill 1995).

4. PROCESI TRANSPORTA V OSKRBOVALNIH VERIGAH

tevilne prednosti, ki jih prinaa specializacija, predvsem v obliki znianju strokov, ter
poveanja izrabe sposobnosti z najvejo dodano vrednostjo, povzroa, da postaja proizvodnja
blaga vse bolj fragmentirana in geografsko razprena. Specifina opravila so edalje bolj
dodeljena najbolj uinkovitim organizacijam (oz. agentom), ki morajo nato medsebojno
257

sinhronizirati aktivnosti, da bi zagotovile nemoteno proizvodnjo in zanesljivo dobavo dobrin

kupcem. Medtem ko je e nedolgo tega najve poudarka pri razvoju izboljav temeljilo na
razmisleku o notranji organiziranosti organizacije, se dandanes to teie premika k njenim
zunanjim partnerjem (kot so kupci, dobavitelj in drugi), saj so ravno slednji prepoznani kot
kljuni dejavnik uspenosti posamezne organizacije v oskrbovalni verigi.
Soodvisnost je pomembno doprinesla k zapletenosti poslovnih procesov ne le zaradi
poveanega tevila kombinacij in dejavnikov, ki so vezani na posamezno organizacijo, temve
tudi zaradi tega, ker vsak njen partner ne more biti preverjan tako temeljito, da bi lahko
zagotovili tak nivo zaupanja, kot je ponavadi vzpostavljen znotraj organizacije.
Zaradi poveanega tevila zunanjih transakcij in interakcij, se je splona zanesljivost
podatkov, ki so predmet izmenjave med sodelujoimi, zmanjala. etudi prednosti
sodelovanja v doloeni meri odtehtajo slabosti, pa slednje vsekakor zavirajo nadaljnji razvoj
optimizacije procesov v oskrbovalnih verigah.
Sodelovanje med edalje vejim tevilom agentov je mono predvsem zaradi bolje razvitih
informacijskih sistemov, ki zagotavljajo bolj natanne podatke, ki se lahko v idealnih
razmerah uporabljajo v realnem asu vse to s ciljem zmanjevanja nepotrebnih presekov
v procesu in optimizacije prave proizvodne kombinacije. Reitve, ki podpirajo uspeno
integracijo razlinih informacijskih sistemov, ponavadi poskuajo im veje tevilo odloitev
avtomatizirati v okviru vnaprej podanih omejitev glede zanesljivosti in tveganj, ki spremljajo
tovrstne podjeme. Na tej podlagi je mo predpostavljati, da bi odprava znanih omejitev
sprostila dodatni potencial za e tesnejo integracijo vpletenih organizacij, kar bi jim
omogoilo vzpostavitev vzodov za dodatno rast.
Odloilni dejavnik, ki zadruje organizacije oskrbovalne verige, da bi svoje informacijske
sisteme medsebojno nadalje asimilirale, je raven nezaupanja, ki obstaja med njimi glede
verodostojnosti in sploni kakovosti podatkov, ki si jih izmenjujejo. Tega seveda ne gre
razumeti v smislu, da se sodelujoi partnerji venomer poskuajo okoristiti na raun drug
drugega, temve v smislu monosti, da se to zgodi tudi v lui entropine narave, ki je lastna
poveani kompleksnosti tovrstnih sistemov. V okviru teh pogojev se lahko pojavi torej
oportunizem dobaviteljev, ki resnino vkljuuje namerno dobavo ponarejenih ali
manipulirani hpodatkov, kar zmanjuje potencialne stroke in poveuje potencialne koristi za
dobavitelja tovrstnih informacij. Visoko integrirani sistemi so se v tej lui izkazali za zahtevne
za nadzorovanje in prepreevanje tovrstnih nepravilnosti.
Ena mona, delna, vendar pomembna reitev tega problema, bi lahko bila udejanjena z
vpeljavo Benfordovega zakona. Glede na njegove prej omenjene lastnosti, bi lahko bil slednji
vpeljan kot vmesni len med virom informacij in kanali za zajem teh vhodnih podatkov v
informacijski sistem., in sicer v obliki algoritmov, ki bi zaznavali in poroali o monih
ponarejenih podatkih. Zmonost, da z uporabo Benfordovega zakona odkrivamo e posebej
loveke posege v podatke, bi lahko odpravilo mnoge omejitve med partnerji v oskrbovalnih
verigah, saj bi tovrstno nezaeleno obnaanje bilo veliko laje odkrito in sankcionirano.
Posledino bi si partnerji bili bolj pripravljeni deliti svoje in uporabljati eksterno pridobljene
podatke za sprejem internih odloitev v poslovanju.
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Poglavitna prednost uvedbe tovrstnih varovalk, neposredno v informacijski sistem je, da bi

bile kompatibilne z irokim naborom podatkov, saj bi bilo nepotrebno prilagajati algoritme
specifikam ali pomenu vhodnih podatkov. V kombinaciji s samo-prilagoditvenimi algoritmi pa
bi lahko sasoma sistem sam izloil tudi lane alarme, ki bi bili tako sicer pogosteji le v
zaetni fazi uvedbe takega sistema. Dodaten argument v prid uporabi tovrstnih varovalk je
tudi, da niti ni potrebno, da so podatki povsem skladni s porazdelitvijo, ki jo predpisuje
Benfordov zakon. Po Hillu (1995) imajo tudi podatki, ki mu sledijo le v podobnostih, ravno
tako monost, da so preverjani in prepoznani z enakimi merili.

5. ZAKLJUEK
Glede na to, da je cilj lnaka poiskati naine, ki bi omogoili bolje odkrivanje manipulacij s
podatki v informacijskih sistemih, ki bi bilo obenem im bolj avtomatsko in enostavno za
implementacijo, je smiselno zasnovati sistem tako, da vsebuje tudi nekaj samo-prilagoditvenih
sposobnosti, ki bi omogoale, da tovrstnih algoritmov ne bi bilo potrebno prilagajati vsakemu
viru informacij posebej, saj bi se v potrebni meri sami umestili v dane okvire. Tovrstni
algoritmi bi tako morali imeti sledee lastnosti:
biti bi morali neodvisni od konteksta podatkov,
biti bi morali neodvisni od reda velikosti podatkov in
imeti bi morali zmonost samostojne prilagoditve dejanskim podatkom.
Osnovni vir uporabnosti Benfordovega zakona v namene odkrivanja prevar je v tem, da je
mono enostavno meriti verjetnost pojava posameznih tevk, ter jih nato primerjati z vnaprej
znanimi porazdelitvami teh tevk. Kot e omenjeno, je to logiko mono uporabiti tudi pri
podatkih, ki imajo porazdelitev takno, ki je le podobna tisti, ki jo predpisuje Benfordov zakon.
Glede na to, da pogosto porazdelitev ni znana vnaprej, pa je smiselno v nadzorne algoritme
vkljuiti poleg Benfordovih zakonitosti e analizo verjetnosti pojava posamezne tevke glede
na druge. Tak algoritem bi se tako lahko prilagodil variacijam teh verjetnosti in nato opozarjal
uporabnike informacijskega sistema na mone napake glede na prednastavljen nivo
obutljivosti.
Na ta nain bi taki algoritmi sproali manj napanih obvstil o napaki glede na nastavljeno
obutljivost in tudi glede na velikost vzorca. Optimalna velikost slednjega sicer e vedno ni
opredeljena, saj je v veliki meri odvisna od spremenljivosti vzorca, kakor tudi na konkretno
tevko, ki jo preverjamo (Hales et al. 2009).
Glede na izkunje ve avtorjev (Hales et al. 2008) bi lahko tovrstni algoritmi sluili predvsem
kot orodje za identifikacijo sumljivih podatkov in ne kot konen dokaz prevare ali
sistematine napake. Tako bi organizacijam omogoil predvsem usmerjanje omejenih
resursov k preverjanju najbolj sumljivih podatkov, ki bi bili nato lahko podrobneje preverjeni
in analizirani. Zaradi nizkih strokov implementacije in velike koristnosti za namene
odkrivanja manipulacij, menimo, da prednosti tega analitinega orodja bistveno presegajo
259

njegove pomanjkljivosti in je tako tudi primerno za uporabo v informacijskih sistemih

oskrbovalnih verig.

LITERATURA IN VIRI

1. Benford, F. (1938). The law of anomalous numbers, Proceedings of the American

Philosophical Society 78, pp.551572.
2. Brown, R. J. C. (2005). Benfords law and the screening of analytical data: the case of
pollutant concentrations in ambient air, The Analyst 130, pp.12801285.
3. Browne, M. (1998). Following Benfords Law or looking out for number 1, New York
Times 147 (5), pp.12391243.
4. Burke, J., and Kincanon, E. (1991). Benford's law and physical constants: the
distribution of initial digits, American Journal of Physics 59 (10), pp.952.
5. Hales, D. N., Chakravorty, and S.S., Sridharan, V. (2009). Testing Benfords Law for
improving supply chain decision-making: A eld experiment, International Journal of
Production Economics 122 (2), pp.606-618.
6. Hales, D. N., Sridharan, V., Radhakrishnan, A., Chakravorty, S., and Siha, S. (2008).
Testing the accuracy of employee-reported data: an inexpen- sive alternative approach
to traditional methods, European Journal of Operational Research 189 (3), pp.583593.
7. Hales, D., Sridharan, V., Radhakrishnan, A., and Siha, S. (2004). Testing the Accuracy of
Employee Reported Data, Proceedings of the Decision Sciences Institute, pp.39013906.
8. Hazewinkel, M. (1997). Encyclopaedia of mathematics: Supplement. Norwell, MA:
Kluwer Academic Publishers.
9. Hill, T. P. (1995). A Statistical Derivation of the Significant-Digit Law, Statistical Science
10 (4), pp.356-363.
10. Ivens, B. S., and Pardo, C. (2007). Are key account relationships different? Empirical
results on supplier strategies and customer reactions. Industrial Marketing
Management 36 (4), pp.470482.
11. Leemis, L. M., Schmeiser, B. W., and Evans, D. L. (2000). Survival Distributions
Satisfying Benford's Law, The American Statistician, 54 (4), pp.236-241.
12. Newcomb, S. (1881). A note on the frequency of use of the different digits in natural
numbers, American Journal of Mathematics 4 (1), pp.3940.
13. Nigrini, M. (1996). A taxpayer compliance application of Benfords law. Journal of the
American Taxation Association 18 (1), pp.7291.
14. Nigrini, M., Mittermaier, L. (1997). The use of Benfords law as an aid in analytical
procedures. Auditing: A Journal of Practice and Theory 16 (2), pp.5267.
15. Vaaland, T., and Purchase, S. (2005). The agent effect on business divorce, Journal of
Business and Industrial Marketing 20 (1), pp.4353.
16. Verma, R., and Pullman, M.E. (1998). An analysis of the supplier selection process.
OMEGA: The International Journal of Management Science 26 (6), pp.739750.
17. Wathne, K. H., and Heide, J.B. (2000). Opportunism in interrm relationships: forms,
outcomes, and solutions, Journal of Marketing 64 (4), pp.3651.

260

Ekonomska in trgovska ola Breice

Stanislav Leviar, M.Sc.

IMPLEMENTATION OF BENFORD'S LAW BASED VERIFICATION IN LOGISTICS

INFORMATION SYSTEMS
Abstract:
Due to the increasingly complex supply chain processes additonal threats and risks emerged
for the involved agents of such systems. The information technologies have enabled new more
productive ways of inter-organizational collaboration and optimisaton of their processes. But
on the other side, the inability to verify and rely on the data that is provided by third parties
directly into organisations own information systems, the new possibilities are not fully
realized. The article explores the possibility to remove one important element of this obstacle
by using Benfords law as the basis for general-purpose verification tool that would be
intrinsic part of the information system itself.
Keywords: Benfords Law; fraud detection; automated information systems, supply chain
1. INTRODUCTION
With the ever more fragmented and specialized, but also more efficient agents that are
constituing the modern supply chains, the coordination of their activities has become
increasingly complex and susceptible to additional factors that were previously considered
marginal compared to the rest of the production and distribution costs. The information
systems successfully addressed many of the additional challenges that emerged with the
complexity. In modern supply chains those information systems are tightly interdependent.
Such integration has enabled significant cost reductions and time savings, as well as removal
of various opportunities for human-based errors and data manipulation. The focus of
management of logistics processes has therefore shifted towards setting up proper algorithms
for data agregation and analisys, and reviewing the resulting output information. More and
more of those decisions regarding logistics activities depend on the quality, accuracy and
timeliness of information provided by these information systems. In such environment the
concept of 'trust-but-verify' where collaborating parties in the supply chain are generally
trusting each other, but at the same time check the information they receive, is being
increasingly used for monitoring internal processes as well.
Verification is important primarely for early detection of human or system generated errors,
which can - if not discovered timely incurre significant and unplanned costs increases in
various phases of production and transportation. Time delays can also put additional pressure
on the employees, which can translate to further risks to the production and logistics
processes. In modern tightly intertwined supply chain and production activities in and among
261

organizations, more and more emphasis is put to monitoring data also due to fraud and data
manipulation detection.
Well known is the so called "supplier opportunism" phenomenon, where suppliers abuse the
trust they have and in the absence of monitoring mechanisms by their customers try to gain
certain advantage, that can have many forms. They can deliver goods that are below expected
quality or can also manipulate data that they are obliged to provide. Such malpractice can lead
to substantial future losses or damage that can greatly exceed the savings that were gained,
but at the same time it can be also very difficult to prove the responsibility or the proper
cause for the damage. Other type of data manipulation derives from cover-up attempts by
suppliers in order to avoid penalties or other negative consequences for them. Such data
corruption often involves entering invalid values in the different checkpoints of the process.
The results of such fraudulent activities may seem negligent but may accumulate and cause
far greater negative impact, especially in the later part of the processes (Ivens and Pardo,
2007). Modern information systems that support even larger part of planning, organizing,
execution and monitoring of the processes, are putting more and more emphasis on the
verification of input data. And as more and more data is being collected, more and more of
verification algorithms are needed to be developed to properly recognize correct patterns of
the processes and then to distinguish data series that deviate from expected and normal
patterns.
Usually there are custom-made algorithms being developed for the most important parts of
the process, that demand deeper understanding of the measured data and its correlation to
the rest of the process. While they certainly are efficient, they are also time consuming to
develop and not all data is being tested with them. The rest of those data is usually put only
through general checks, that can detect only the most outstanding values or other major
anomalies. Due to the costs of developing customized filters, many companies do even not
develop them. This lack of data scrutiny, and further integration of information systems of
involved agents in the supply chain systems, has intensified demand for additional
mechanisms that would help detect fraudulous manipulation of data in its wider set.
2. DATA MANIPULATION IN SUPPLY CHAINS
Data manipulation is the result of conflicting interests of the agents (Vaaland and Purchase,
2005), that are involved in the logistics or production process, where each party is trying to
maximize its benefits and when it does so on the expense of the other party and in the
contrary to the agreed obligations of each party for mutual benefit, we can label it as
fraudulent. If such malpractice is performed by suppliers, which are trusted to be selfmonitoring their processes and the quality of their output, but intentionally fail to do so
accurately, it is recognized under the term "supplier opportunism" (Wathne and Heide, 2000).
According to Wathe and Heide (2000) there are two types of opportunistic behavior that can
occur in the interorganizational relationships: active and passive. The latter is described as
failure to accomplish the agreed activities which are or could be benefital to a buyer, while the
'active" opportunism is defined as an deliberate set of actions that cause disadvantage for a
buyer. Those can encompass activities such as disguising true product quality, measured
time-stamps in the transportation or production process, or other parameters which are
262

measured in the process. They are often changed or entered manually by employees of either
of the parties, and because of their first-hand knowledge of the distribution of those values it
becomes even harder to uncover them (Hales et al. 2008). The same is true for internal data
collection, where employees can - in the face of potential penalties - hide their mistakes and
malfunctioning of the equipment that they are responsible for by manually manipulating data
(Hales et al. 2004). To verify self-reported data or data that can be accessed by employees,
companies can take different measures, such as post-process checking or duplicate
measurements, but those approaches can be quite time consuming and also expensive, while
they are also not feasable for all situations. They are effectively hindering competitive
advantage of the company (or even the entire supply chain) to deliver quality products, timely
and in according planned costs (Verma and Pullman 1998). That is the reason that solutions
that are more efficient and cheaper to deploy are needed, which would analyse wider scope of
different data sources and detect possible fraud or other types of data manipulation. One
solution to this problem that this article elaborates on is the digital analysis of monitored
data, according to Benford's Law.

3. BENFORD'S LAW
The Benford's Law is based on the phenomenon of certain significant digits of real numbers
probability distribution that was firstly discovered by Simon Newcomb in 1881 and later as
well by Frank Benford (1983), by whom the Law is named. The gist of the Law is that the
digits of certain position in a number in the lists of numbers from many real-life sources of
data, appear in a specific proportions. As it follows those proportions are inherent to the
numeral system that we use ie. decimal, but can easily be applied also to any other numeral
system. The general formulation that Benford's Law presents is that in numeral system with
the base b, the lead digit d occurs with the following probability:
P(d) = logb(1 + d-1), where d = 1,..., b - 1
In case of decimal numeral system, that probability would be:
P(d) = log10(1 + d-1), where d = 1,..., 9
The above formula is derivated from universal concept, where probability for any significant
digit position can be calculated (Hazewinkel 1997). But for most cases the proportions of first
digits are useful the most. The leading significant digit is the one which comes first when all
preceding zeroes are omitted (regardless of degree), since they do not affect the probabilities
of proportions.
The following Figure 1 shows us the Benford's distribution of the leading digits in base 10:

263

Figure 1: Benford's distribution

0,35
0,30
0,25

P(d)

0,20
0,15
0,10
0,05
0,00
1

In the Table 1 are listed probabilities of first digits according to Benford's Law that follows its
logarithmic formula:

Table 1: Probability of first digits according to Benford's Law formula

First digit

Probability

1
2
3
4
5
6
7
8
9

0.30103
0.17609
0.12494
0.09691
0.07918
0.06695
0.05799
0.05115
0.04576

Those expected proportions of frequencies in which usually digits appear, are then compared
to obtained data series (from information systems that are in place). The differences that are
detected point us to possible error which can be caused by intentional data manipulation,
faulty measurement systems or other occurencies that provoke systematic alterations in
collected data (Hales et al. 2008). Until the Law was discovered, scientists believed that the
digit probabilities were evenly distributed and that the natural assignments were random
(Brown 2005), but with revelation of this Law new way of detecting was introduced that is
resistant to more advanced data forging which includes producing values that have many
statistical (even derivative) variables similar or equal to accurate data series.

264

Most famous incorporation of Benford's Law is in forensic accounting used by tax collecting
agencies in the U.S. (Nigrini 1996) and also for uncovering fraudulent declaration records
(Browne 1998). The evidence based on analysis that derives from Benford's Law is now
considered as valid and legaly admissible in the U.S. There is no reason its use could not be
extended as well in other fields and industries such as logistics, where certain aspects in this
regard were discussed (Hales et al. 2009) and were being recognized as viable alternative to
other forms of validation procedures, such as statistical sampling (Hales et al. 2008), but this
area still lacks more concrete proposals of how to efficiently include the Law in the
information systems that are used for monitoring logistics processes.
The Benford's Law is valid in situations where set of numbers follows to a logarithmic
uniform distribution, which is common to values adherent to many real-world phenomena,
like stock prices, birth rates, invoices values, accounting reports, atomic weights of elements,
sports statistics (Leemis et al. 2000) as well as to certain physical and mathematical constants
(Burke and Kincanon 1991). According to Hales et al. (2009), the assumptions which have to
be met, for the Law to be valid, are:

Numbers must occure naturally, and can not be generated by human intervention.
The values of the phenomena must not have pre-set limits, breakpoints or other
artificial limitations.
Values must have probability distributions that follow Weibull-like shape.

As a consequence of those assumptions it is possible to derive two additional characteristics

of the Benford's Law: the first is scale invariance and the second is the validity of the Law in
multiple probability distributions. Since the Law is based on probability proportions of
certain digits, and is independent of the numeral base, this also means that the units in which
the values are measured are irrelevant. Another interesting observation regarding the Law is
that it is still present, even when we mix the values that correspond to previously mentioned
assumptions with the ones that are distributed differently (Hill 1995).

4. SUPPLY CHAIN TRANSPORTATION PROCESSES

Due to numerous advantages of specialization that drives down costs and enables companies
to leverage their most valuable capabilities, the production of goods became ever more
fragmented and dispersed around greater spatial area. Specific tasks are increasingly being
designated to the most effective agents that have to synchronize their activities among
themselves to ensure reliable delivery and smooth continuation of the processes of the
production and delivery of the goods to the customers. While previously the major potential
for improvements lied in the rethinking of the internal organizations of an agent (usually in
the form of a company), nowadays the focus is shifting towards the partners (clients,
suppliers and others) since they are now considered vital for the success of each agent in the
particular supply chain.

265

The interdependancy has significantly added to the complexity of the business processes not
only because of the incremented combinations and factors that are agent-specific, but also
because each agent's partners cannot be monitored as closely as it would be necessary to
ensure the same level of confidence that is usually achieved internally at the level of agents'
organizations. Since the number and the scope of external transactions and interactions
increased, they contributed to lowering the average reliability of the data that is being
exchanged and used among the collaborating agents. Although the benefits of cooperation
generally weigh over, the newly emboldened weaknesses create important opportunity for
further optimization of such supply chain processes.
The cooperation among increased number of the agents is possible mainly due to more
developed information systems that provide more precise data which can be used ideally in
real-time, with the aim of diminishing the unneccessary surpluses in the processes and
optimizing the combination of goods production. The solutions that support successful
integrations of different information systems, usually try to automate as many decisions as
possible within the limits of the provided reliability and the given risk that accompanies such
joint undertakings. The premise that arises from those efforts is, that the removal of certain
limitations would also release new potential for even tighter integration of the involved
agents which would provide them further leverage for additonal gains.
The decisive factor that is holding back the supply chain agents against further information
systems assimilation is the level of mistrust they hold against each other regarding the
veracity and the overall quality of the data provided. Such a statement should not be
understood as a conclusion that the majority of transactions and collaborating partners are
normally trying to take an unfair advantage by conterfeiting or manipulating the shared data,
but rather as a possible occurrence that has it roots primarely in the entropic nature of the
increased complexity of the systems. Within such conditions the urges that lead to supplier
opportunism emerge, which involve deliberate provision of falsificated or manipulated data,
that reduces the potential costs or increases the potential gains of the provider of such
information. Highly integrated systems prove to be quite difficult to monitor for such
irregularities.
One possible, partial, but significant solution to this problem, could be materialized by
implementation of Benford's law. According to its previously mentioned characteristics, it
could be introduced as a layer between the source and the input channels to the information
systems in the form of algoritms that detect and report the possible data manipulation or
corruption. The ability of Benford's Law to successfully uncover especially the human
intervention in the data, might alleviate the limitations within supply chain partners, since
such unwanted behaviour could be much more easily discovered and sanctioned.
Consequently, the participating agents would be more willing to rely on the external
information for their internal decisions.
The major advantage of the introduction of such safeguards directly into the information
system is that it is compatible with the wide array of data flows, since it is unnecessary to
adjust the algorithm to the specifics or meaning of the incoming data. Coupled with the selfadjustment algorithms it could even root out the false alarms that might be more frequent in
266

the introductionary phase of such additional layer. One additional argument in favor of such
approach is that it is even not necessary to monitor the data that corresponds to the exact
Benford's Law distribution. According to Hill (1995) Benford-like output (that has similarities
to real Benford's Law distribution in its shape and other characteristics) can be just as useful
as the data that shows the real Benford's Law properties - even if the input data has random
and non-Benford distributions.

5. CONCLUSION
Since the goal of the article is to find ways to enhance data manipulation detection in
information systems of supply chain processes, that would be as automatic and as simple to
implement as possible, we should rely on self-learning capabilities of the algorithms that
would be implemented, so that they will not require any special modifications when being
introduced in the system. Such algorithm should have the following characteristics:

it should be independent of the context of data,

it should be scale independent and
it would have to self-adjust to the actual data.

The reason Benford's Law is useful in fraud detection in certain other fields is in great part
due its possibility to measure occurence of digits and compare them to beforehand known
distribution of those digits. As mentioned before, this logic can be applied even to Benfordlike distributed data. But since many times we do not know in advance what kind of
distribution certain data will have, it would be more useful to include in those monitoring
algorithms just certain aspects of the usual Benford's Law analysis, most importantly the one
that predicts for each digit its probability of occurance relatively to other digits. The algorithm
should then adjust to the variations of those probabilities and notify the user according to
preset level of sensibility.
That way such algorithms can return less false positives depending on the set sensitivity and
as well on the sample size. The optimimum size of the latter is still not defined, due to its great
dependance on the variability of the sample as well as on the digit we are interested in (Hales
et al. 2009). According to the experiences of Hales et al. (2008) such algorithms should serve
primarely as a tool for identification of suspect data and not as final evidence of fraud or
systematic error. This should help to focus agents its limited resources on the monitoring of
only the most probable suspect data, which should be then inspected and analyzed more
precisely and thoroughly. Due to its low cost of implementation and high value in the form of
data manipulation detection, we deem that the benefits of this analytical tool greatly outweigh
its shortcomings and is therefore suitable for use in the supply chain information systems.

267

REFERENCES

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Philosophical Society 78, pp.551572.
2. Brown, R. J. C. (2005). Benfords law and the screening of analytical data: the case of
pollutant concentrations in ambient air, The Analyst 130, pp.12801285.
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4. Burke, J., and Kincanon, E. (1991). Benford's law and physical constants: the
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Employee Reported Data, Proceedings of the Decision Sciences Institute, pp.39013906.
8. Hazewinkel, M. (1997). Encyclopaedia of mathematics: Supplement. Norwell, MA:
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Satisfying Benford's Law, The American Statistician, 54 (4), pp.236-241.
12. Newcomb, S. (1881). A note on the frequency of use of the different digits in natural
numbers, American Journal of Mathematics 4 (1), pp.3940.
13. Nigrini, M. (1996). A taxpayer compliance application of Benfords law. Journal of the
American Taxation Association 18 (1), pp.7291.
14. Nigrini, M., Mittermaier, L. (1997). The use of Benfords law as an aid in analytical
procedures. Auditing: A Journal of Practice and Theory 16 (2), pp.5267.
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Business and Industrial Marketing 20 (1), pp.4353.
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268

olski center Celje

Srednja ola za storitvene dejavnosti in logistiko Celje
Veronika Kokot, univ. dipl. in.

PROMETNA VZGOJA V SREDNJEM STROKOVNEM IZOBRAEVALNEM

PROGRAMU LOGISTINI TEHNIK
POVZETEK
Razvoj prometa, ki je prinesel nesluten napredek, je spremenil svet, v katerega stopajo tudi
nai mladostniki, ki jih hote ali nehote vzgajamo vsak trenutek, e posebej takrat, ko smo z
njimi v prometu in v oli. Mladostniki imajo teave z vedenjem, so neprevidni in se hitro
odloijo. Zaradi tega in zaradi manj izkuenj nastopijo posledice tveganih ravnanj. Vse to se
al odraa tudi v prometu. Mobilnost je z napredkom postala samoumevna, varnost pa seveda
ne. Vsak dan smo zato postavljeni pred nove izzive, obveznosti in nevarnosti, ki so povezani z
naim okoljem in prometom. Ceste in druge prometnice zahtevajo odgovoren odnos in
osveene udeleence. V prispevku se bom usmerila na srednjeolce, vlogo in pomen
izobraevanja s podroja prometne vzgoje. Predstavljen je moen model modula Prometna
varnost.
Na cilj je, da mlade nauimo, da na cilj prispejo varno.
Kljune besede: prometna varnost, mladostniki, izobraevanje, udeleenec v prometu.
1 UVOD
Naa ola Srednja ola za storitvene dejavnosti in logistiko deluje v okviru olskega centra
Celje in ima e dolgoletno tradicijo, saj bomo leta 2013 praznovali 130 let poklicnega olstva.
Zaradi kvalitete naega dela, dobre opremljenosti ole in pomembnih izobraevalnih
programov, ki jih izvajamo na nai oli, smo dobro prepoznavni v Sloveniji in izven naih meja.
V olskem letu 2011/12 je bilo v 33. oddelkih vpisanih 719 dijakinj in dijakov. Pouevalo jih je
55 uiteljic in uiteljev.
Izvajamo naslednje izobraevalne programe: Preoblikovalec tekstilij, Frizer, Avtokaroserist,
Avtoserviser, Avtoservisni tehnik, Logistini tehnik in Ustvarjalec modnih oblail. Na oli se
trudimo, da bi ohranili, razvijali in izobraevali za poklice, ki so potrebni za kvaliteten razvoj
nae regije, domovine Slovenije in sveta. Dijaki torej pridobivajo razlina znanja pri pouku,
interesnih dejavnostih in pri praktinem usposabljanju z delom pri delodajalcih.
Skozi celo olsko leto skrbimo za promocijo naih poklicev in pripravljamo razline prireditve,
ki so rezultat naega skupnega kreativnega in ustvarjalnega dela. Uspeni smo na dravnih
tekmovanjih in sreanjih, pri raziskovalnih nalogah, humanitarni dejavnosti Aktivno
sodelujemo v projektih MUNUS 2, PISA, ACES, Ekoola kot nain ivljenja, Evropa v oli,
269

Prometna varnost, Nihe ni odve, Dobimo se na postaji, Iskre nadarjenosti, Modni navdihi,
Narii obleko, Polstenje, Zasnova in uvedba sistema ugotavljanja ter zagotavljanja kakovosti v
vzgojno-izobraevalnih organizacijah

2 IZOBRAEVALNI PROGRAM LOGISTINI TEHNIK

Izobraevalni program Logistini tehnik nadomea program Prometni tehnik. V tem asu je
prilo do velikega razvoja prometnih sistemov, predvsem blagovnih in potnikih tokov. Na
podroju logistike se je oblikovala tudi poklicna vertikala na podroju vijeolskega (promet,
potni promet, telekomunikacije), viskoolskega (gospodarska in tehnika logistika,
tehnologija prometa) in univerzitetnega (transportna logistika, tehnologija prometa, logistika
sistemov) izobraevanja. Program Logistini tehnik dopolnjuje ponudbo v poklicni vertikali
na peti zahtevnostni ravni.
Osnova za pripravo izobraevalnega programa Logistini tehnik so bili novi poklicni
standardi, ki so nastali z oblikovanjem kvalifikacijske strukture za podroje cestnega prometa
in skladienja (prometnik/prometnica v cestnem prometu, pediter/pediterka,
skladinik/skladinica v logistiki, upravljavec/upravljavka dvigal). Pri oblikovanju
programa Logistini tehnik so bile ohranjene tiste vsebine (kometence) programa Prometni
tehnik, ki so e vedno aktualne, dodane pa so bile nove vsebine, ki so v skladu z zahtevami
poklicnih standardov.
Strokovni del je modularno oblikovan in omogoa dijakom (oziroma oli) izbirnost znotraj
programa. Strokovni moduli so kompetentno zasnovani v skladu z Izhodii za pripravo
izobraevalnih programov srednjega strokovnega izobraevanja. Dodana so predvsem znanja,
ki omogoajo razumevanje sodobnih logistinih procesov v domai in mednarodni blagovni
menjavi in prometnih sistemih. Dijaki se seznanijo z novimi informacijsko-komunikacijskimi
tehnologijami in tehnologijami dela v prodajno-logistinih centrih, na terminalih, v
pristaniih, lukah.
V izbirnem delu sta dodana strokovna modula Sredstva mehanizacije in Avtomatizacija in
robotizacija, ki omogoata pridobitev kvalifikacije upravljavec/upravljavka dvigal. Pri
definiranju potrebnih znanj za izvajalce strokovnih modulov smo upotevali naela, da so
pogoji im bolj iroko definirani in da jih ne oimo glede na predhodni program Prometni
tehnik. Pogoje smo razirili predvsem na kadre s podroja logistike (transportna logistika,
tehnologija prometa, logistika sistemov).
Nastala celotna struktura programa Logistini tehnik je svetovno primerljiva, aktualna,
ustrezna in transparentna. Celovitost programa nudi dijakinjam in dijakom mobilnost,
fleksibilnost ter vzpodbudo za samostojno uenje, in sicer kot izziv za inovativnost in
strateko prednost na globalnem trgu. Dijakinje in dijake program Logistini tehnik usmeri v
razvoj umirjene in dinamine osebnosti, zmone zagotavljanja varnega, okolju prijaznega,
defenzivnega, hitrega in gospodarnega pretoka oseb, potnikov in blaga v lokalnem in
globalnem prostoru. (Izobraevalni program 2007)

270

2.1 MLADOSTNIK V CESTNEM PROMETU

V obdobju mladostnitva se pojavijo nove razvojne naloge: oblikovati ensko/moko spolno
vlogo, ustvariti drugane in zreleje odnose z vrstniki, oblikovati lastno hierarhijo vrednot in
etinih nael, pripraviti se na poklic (olanje) in odgovorno vlogo v drubi, dosei ustveno
neodvisnost od starev in se pripraviti na partnersko ivljenje. V tem obdobju se izrazito
povea ustvenost, predvsem zaradi velikih sprememb v hormonalnih tokovih v telesu, ter
zaradi vse intenzivnejega osamosvajanja posameznika. Intenzivneje ustvovanje pomeni
vejo obutljivost, pestrost in barvitost ustev. Bolj je izraena ustvena labilnost (mladostnik
hitro menjuje razpoloenja) ter ustvena ambivalentnost (mladostnik lahko npr. isto osebo
hkrati sovrai in jo ima rad). Pogosto ustvo v obdobju mladostnitva je anksioznost
(neopredeljen strah, zaskrbljenost zaradi razlinih dejavnikov ola, ugled med vrstniki,
identiteta, nove razvojne naloge, pritisk starev in uiteljev itd.).
Ravnanje mladostnikov v prometu je raznoliko, raznovrstno ali celo nepredvidljivo. Da bi vsaj
malo vpogledali v njihov svet ravnanja, smo leta 2009 naredili raziskavo na celjskih
srednjih olah o enem od segmentov vplivnih dejavnikov na mlade; to je o tenji po uivanju
alkoholnih pija. Rezultati so pokazali, da si veina dijakov naroi alkoholno pijao e v
osnovni oli, preteno zaradi radovednosti oziroma zabave. Za primer poglejmo dele dijakov
o pitju alkoholnih pija.
Graf 1. Odstotek dijakov glede na namen pitja alkoholnih pija.
Glavni namen za pitje alkoholnih pija?
ne pijem

1%
4%

3%

dober okus

14%

tudi drugi jih pijejo

dobra volja
brez vzroka

21%

zabave, rojstni dnevi

24%

eja
sprostitev
zmanja alost in skrbi

26%

4%

veja samozavest
ni odgovora

Iz grafa je razvidno, da veina dijakov posega po alkoholu zaradi tenje po dobri volji, dobrega
okusa le-teh ter brez vzroka. Iz raziskave je e razvidno, da si dijaki najvekrat naroajo
alkoholno pijao v gostilni skupaj s svojimi prijatelji. Najpogosteje si naroajo pivo, popularne
alkoholne pijae ter gane pijae. 16% dijakov je pijanih vsaj enkrat tedensko. Prav toliko
odstotkov jih je e pijanih sedlo na motor oziroma v avto. Skoraj polovica (46 %) dijakov se je
e peljalo s pijanim voznikom. Veina (90 %) jih ne pozna kampanje za prepreevanje
uivanja alkohola. Med najpogostejimi zdravstvenimi posledicami pretiranega uivanja
alkohola so dijaki navedli slabost, upoasnjene reflekse ter prometne nesree. Veina se jih
271

zaveda, da pod vplivom alkohola lahko dobijo kazen policije, da se jim lahko zgodi nesrea ter
da s tem ogroajo druge.
Kaj nam prikazani podatki povedo? Prepreevanje, osveanje, informiranje so metode
prepreevanja negativnih situacij za udeleence v prometu, s katerimi je seveda potrebno
nadaljevati.

2.2 PREPREEVANJE, OSVEANJE IN INFORMIRANJE

e nadaljujemo s prikazanim primerom o alkoholu v prometu, je proces prepreevanja
mladostnikov, da bi pijani sedli za volan, veplasten. V procesu je potrebno sodelovanje:
mladostniki, stari, prijatelji, ola, mediji, zdravstvo ter policija. Stari so lahko svojemu
mladostniku dober vzgled, lahko mu pomagajo z nasveti, nudenjem prevoza in s tevilnimi
pogovori o posledicah pitja alkohola. ola lahko preventivno pomaga z razlinimi delavnicami
in pogovori z dijaki, prav tako se lahko organizirajo skupni roditeljski sestanki, kjer bi se
skupaj s stari razpravljalo o monih ukrepih, ki bi njihovim mladostnikom pomagali, da bi se
uprli vonji pod vplivom alkohola in zmanjali koliine zauitega alkohola. Pomembna je
pravoasna detekcija in sprotno spremljanje uivanja alkohola in vpletenosti mladostnikov v
prometu.
Prikazani rezultati raziskave se nanaajo le na vpliv zauitega alkohola na varnost v cestnem
prometu. Varnost cestnega prometa je, kot smo e navedli, veplastna. Prepriani smo, in
teorija to potrjuje, da je potreben sistemski pristop za osveanje vseh udeleencev cestnega
prometa. Med drugim to izhaja tudi po Resoluciji o nacionalnem programu varnosti cestnega
prometa (ReNPVCP, UL RS t. 2/07), kateri je obdobni mandat e potekel. V toki 4 je
navedeno: Osnovno izhodie za postavitev smotrov in cilja narekujejo dejstva in
priakovanja slovenske drube, da se v naslednjih petih letih izbolja varnost in zagotovi
sledljivost evropskim ciljem. Smotri nacionalnega programa so:
dvig prometno-varnostne kulture na primerljivo raven z dravami, ki imajo razvito
varnostno kulturo;
z medsebojnim povezovanjem dravne ravni s samoupravnimi lokalnimi skupnostmi in
civilno drubo kar najbolj poveati obstojee vire;
izboljati uporabnost in varnost cestnega okolja, vse od nartovanja, izvedbe, vzdrevanja in
nadzora;
z vzgojo, izobraevanjem ter s preventivnimi in represivnimi ukrepi spremeniti slabe naine
vedenja v prometu.
V toki 6.1 je navedeno: Dolgorono so prometna vzgoja, preventivni programi v olah in
vrtcih ter preventivne akcije temelj varnejega ravnanja in ustreznih navad udeleencev v
cestnem prometu. Z njimi se namre oblikujejo pozitivna stalia do prometne varnosti
nasploh in do posameznih ukrepov (npr. uporaba varnostnega pasu, zavedanje tveganja
zaradi prevelike hitrosti, zlorabe alkohola in drog).

272

Tabela 1: Dejavnosti prometne vzgoje

UKREP

DEJAVNOSTI

Prometna - izvajanje preventivnih programov v olah in vrtcih,

vzgoja
- organiziranje preventivnih akcij,
- vkljuitev prometne vzgoje v kurikularne izobraevalne vsebine na
osnovnih in srednjih olah,
- oblikovanje pozitivnih stali do prometne varnosti,
- vkljuevanje pozitivnih izkuenj razlinih partnerjev in civilnih gibanj
oziroma zdruenj (fundacije, AMZS, Zveza ZAM, policija, SPV, zavarovalna
podjetja idr.) v razline programe,
- izvajanje programa vadbe varne vonje.

Zakon o voznikih (UL RS t. 109/10) v 1. odstavku 5. lena navaja: Vsebine prometne vzgoje
za varno udelebo v cestnem prometu izvaja civilna druba in organizacije, ki se ukvarjajo s
preventivnimi dejavnostmi za podroje varnosti cestnega prometa zlasti v sodelovanju z
javnimi vzgojno-izobraevalnimi zavodi.
Torej pravna doloila so napisana. Ali se postavljene vsebine oziroma cilji tudi uresniujejo?
2.3 ODPRTI KURIKUL PROMETNA VARNOST
Srednjeolski sistem v Republiki Sloveniji zajema razline izobraevalne programe. V zadnjem
obdobju je bila veina srednjeolskih izobraevalnih programov prenovljenih. Programi
obsegajo standard splonih znanj v okviru splonoizobraevalnih predmetov, kot so
slovenina, tuji jezik, matematika, umetnost, fizika, kemija, biologija, geografija, zgodovina
ter psihologija ali sociologija ter portna vzgoja. Programi omogoajo izbiro in s tem
usmerjanje dijakov v razline poklice, saj izobraevalni programi vkljuujejo obvezne
strokovne module ter obvezne izbirne module, pri emer dijak izbere enega ali ve izbirnih
modulov, kar doloa konkretni izobraevalni program. Prosto izbirne module v okviru
odprtega kurikula pripravi vsaka ola skladno s svojo avtonomijo. V strokovnih modulih so
opredeljene specifine poklicne in generine kompetence, v njih se prepleta strokovna teorija
in praktini pouk. Pomembna sestavina kurikulov je praktino usposabljanje z delom, ki v
programih srednjega strokovnega izobraevanja obsega od 4 do 10 tednov.
Z odprtim kurikulum se je olam omogoila doloena fleksibilnost izvajanja programa. ole
lahko na ravni tiriletnega programa prilagodijo 578 izobraevalnih ur potrebam lokalnega
okolja, kjer se programi izvajajo. To pomeni, da se v izobraevalni proces vnesejo vsebine, ki
so znailne za okolje in ki so v povezavi s cilji programa. V RS se izvaja tudi srednjeolski
izobraevalni program Logistini tehnik. Na olskem centru Celje, Srednji oli za storitvene
dejavnosti in logistiko (SSDL), so glede na to, da je navedeni izobraevalni program
strokovno prometni oz. logistini program in je namenjen za mladino, sprejeli odloitev, da
273

se v drugi letnik vnesejo vsebine prometne varnosti. Tako so v redni izobraevalni program
v odprti kurikul, vnesli obvezni modul Prometna varnost (avtor in nosilec modula je Roman
Krajnc). Vsebine so prilagojene glede na aktualne razmere v drubi oziroma okolju (tabela 2).
Po nam znanih podatkih se podobne vsebine izvajajo tudi na Prometni oli Maribor in
Ekonomski oli Murska Sobota, na oddelku za logistiko, vendar v drugani izvedbeni obliki.
Tabela 2: Modul Prometna varnost
VSEBINSKI
SKLOP

OPERATIVNI
CILJI

Pravni viri s
podroja
varnosti v
cestnem
prometu.
Faktorji VCP.

Dijaki
1-5
pojasnijo
pravne vire, ki
obravnavajo
vodenje
prometnih
tokov.

URE

VSEBINE

UNE
STRATEGIJE

ZVCP, ReNPVCP,

Teoretine
osnove se
podajajo v
frontalni
obliki. Dijaki
si uno snov
sproti
zapisujejo v
zvezek.

Faktorji varnosti
CP.

Definirajo in
razloijo
faktorje VCP.
lovek kot
dejavnik
VCP.

Ukrepi za
zagotavljanj
e ugodne
stopnje VCP.

Opiejo
znaajne
lastnosti
loveka.

6 - 10

Potrebe in
motivacija pri
loveku.

11 20

Dejavniki
obnaanja,
osebnost, vpliv
negativnega
stanja organizma;
vpliv alkohola in
drugih substanc
na varno udelebo
v cestnem
prometu.

Doloijo in
opiejo
potrebne
ukrepe za
uresnievanje
preventive za
VCP.

21 34

Dijaki analizirajo
Projektno
obstojee projekte delo v
za VCP.
skupinah.
Dijaki izdelajo
pisni izdelek
projekt na izbrano
temo. Teme se
274

Teoretine
osnove se
podajajo v
frontalni
obliki. Dijaki
si uno snov
sproti
zapisujejo v
zvezek.

MINIMAL
NI
STANDAR
D
Dijaki
poznajo
vrsto
pravnih
virov.
Znajo
nateti
faktorje
VCP.

Znajo
opredeliti
osnovni
znaaj
loveka.

Dijaki
znajo
izdelati
osnovni
koncept
projekta
na temo

nanaajo na
elemente cestnega
prometa povezane
z VCP.

preventiv
a za VCP.

Modul se izvaja e etrto olsko leto. Ker je modul obvezen, dijaki pridobivajo ocene, ob koncu
olskega leta pa imajo v sprievalu vpisan modul s konno oceno. Vsebina modula je
zastavljena tako, da se velik del izobraevalnega procesa izvaja timsko. Glede na trenutne
aktualne razmere v drubi se lahko izvedbeni (fini kurikul) tudi prilagodi. Ocenjujemo, da je
izvajanje vzgojno-unih vsebin na temo varnost v cestnem prometu delek k oblikovanju
osebnosti mladostnikov v nai drubi. Predlagamo, da se postavljeni model raziri na vse
srednjeolske intitucije. Potrebno je poudariti, da je gre za nov inovativni in kreativni
pristop k pouevanju prometne varnosti, zato je mona e kakna sprememba kurikula s
ciljem, da se vsebina im bolj prilagodi ciljni populaciji.
3 ZAKLJUEK
V zakljuku ReNPVCP je navedeno: Vzpostavitev uinkovitega prometno-varnostnega
sistema na slovenskih cestah je mogoa le ob analizi in odpravi kljunih drubenih problemov,
od katerih je odvisna varnost. Razline vloge posameznika kot udeleenca v cestnem prometu
in vpliv celotne drube nam narekujejo iskanje najprimernejih sinergijskih ukrepov razlinih
institucij in panog v izredno prepletenem in interdisciplinarnem sistemu.
Zavedamo se, da lahko naa ola v okviru modula Prometna varnost mnogo doprinese k vzgoji
mladostnikov na podroju prometne kulture.
Skupaj z razlinimi intitucijami se e bomo naprej trudili, da bi pri mladostnikih spremenili
preprianje o alkoholu in odnos do te substance. Tudi v okviru projekta Nihe ni odve nae
mladostnike opozarjamo na nevarnosti vonje pod vplivom alkohola. Mladostnike elimo
osvestiti o uinkih, ki jih ima alkohol na loveko telo, in o nevarnostih, ki jih prinaa
zasvojenost z alkoholom, ter jim na drugi strani predstaviti prednosti nepitja alkohola. Veliko
mladih umre v prometnih nesreah, ki se zgodijo zaradi alkoholiziranih voznikov.
Upajmo na nove monosti razvoja izobraevanja prometne varnosti za srednjeolce.
Vir:
1. Krajnc R., Maek, N., 2009: Alkohol in vedenje v prometu mladostnikov. Celje: Zbornik
referatov. Strokovni posvet Alkohol res ubija.
2. Kurikul modul Prometna varnost. CC: Srednja ola za storitvene dejavnosti in logistiko.
3. Resolucija o nacionalnem programu varnosti cestnega prometa za obdobje 20072011.
UL RS, t. 2/2007.
4. www.cpi.si/kurikul/podlage-za-pripravo-izobrazevalnih/znacilnosti-izobrazevalnihprogramov.aspx.
5. Zakon o voznikih Ul. RS, t. 109/2010.

275

olski center Celje

Srednja ola za storitvene dejavnosti in logistiko Celje
Kokot Veronika, univ. dipl. in.

TRAFFIC EDUCATION IN SECONDARY PROFESSIONAL EDUCATIONAL

PROGRAM LOGISTICS TECHNICIAN
ABSTRACT
Traffic development that had brought unimagined progress changed the world. Adolescents
that are willingly or unwillingly constantly educated in traffic and at school are becoming an
important part of this world. They have behavioural problems they are careless and make
quick decisions. Consequences of risky behaviour are occurred because of all these reasons
and less experiences. All this is unfortunately reflected also in traffic. Due to progress mobility
has become self-evident, but safety has not. Every day we are faced with new challenges,
obligations and dangers that are connected with our environment and traffic. Streets and
other traffic roads demand responsible attitude and aware participants. In my contribution
the emphasis will be put on secondary school students, role and importance of education at
the fields of traffic education. Possible model of Traffic safety module is introduced.
Our aim is to teach adolescents to get the goal or destination safely.
Key words: traffic safety, adolescents, education, traffic participant.

1 INTRODUCTION
Secondary School of Services and Logistics has been present for 130 years in connection to
School Centre Celje. Due to our qualitative programmes and tecnologically well-equiped
school we have been recognized throughout Slovenia and its borders. In the school year
2011/12 there have been 719 students enrolled in 33 classes. We have 55 teachers.
We teach different programmes- Textile, Hairdresser, Carmechanic, Carmechanic Technician
and Logistics Technician. Our school programmes have been developed in order to fulfill the
professional needs of the region. Students are obtaining different knowledge in theory as well
as in practical work at his future employers. We are also very successful at different European
Projects such as MUNUS 2, PISA, Ecoschool, Europe in School, Traffic Safety and many others.

2 EDUCATIONAL PROGRAM LOGISTICS TECHNICIAN

The educational program Logistics Technician is substituting the program Traffic Technician.
During a certain period of time there have been large developments in Traffic Systems
especially in goods and supply chain. In the logistics department there has also been
constructed two new professional verticals. The first vertical is a higher educational
276

program- Traffic, Post Traffic and Telecommunications. And the second is an university level
Economical and Technical Logistics, System Logistics, Transport Logistics and Traffic
Technology.
The basis for preparation of the educational program Logistics Tehnician was the new
professional standards that have been designed to form the structure in traffic work field and
warehousing ( traffic warden, carrier and logistcs warehousing). While forming the
educational program Logistics Technician all the existant content was kept as well as new
content was added, which was compatible to the professional standards.
The professional section is formed in modules which enables the students to choose within
the program. The knowledge which have been added, give the ability to understand the
logistics process in international supply chain and transport systems. Students are taught the
new information communication technology as well as the work technology at logistics
centres, at terminals and ports.
While defining the knowledge needed to perform the modules, certain principles were in
order to expand the defined conditions for the program.
The conditions were expanded accoding to the profession area of Logistics (Logistics of
Transport, Traffic Technology, System Logistics).
The structure of the program Logistics Technician is comparable worldwide, suitable and
transparent. The program gives the students flexibility and encouragement to perform
individual study as a part of being innovative on the global markets. Students in this program
are able to become dynamic and capable of defensive, fastforward and economical flow of
people, goods in global environment.

2.1 ADOLESCENT IN ROAD TRANSPORT

In the age of adolecence there are many development tasks to perform such as form
female/male sexual role, create different and more mature relations to peers, built your scale
of values and ethical principles, the ability to prepare for responsible role in the society,
emotional independance of their parents and to be able to prepare to become a parent. Due to
hormonal change in adolescent's body the level of emotions is rising. This corresponds to
greater sensitivity and variety of feelings. Emotional lability is more present such as
emotional ambivalence, the most common feeling in the age of adolescence is emotional
anxiety (the undefined fear and concern of certain factors such as school, peer reputation,
identity, the pressure of parents and teachers, etc.).
Behaviour of the adolescents in traffic is various and unpredictable. In order to understand
their actions the research was done at several Secondary schools in Celje in connection to
main factor- consumption of alcohol. The results showed that the consumption of alcohol
begins at the early age in primary school, due to curiosity or fun. This figure below shows the
share of students drinking alcohol.

277

Fig. 1. Percentage of students drinking alcohol

Glavni namen za pitje alkoholnih pija?
ne pijem

1%
4%

3%

dober okus

14%

tudi drugi jih pijejo

dobra volja
brez vzroka

21%

zabave, rojstni dnevi

24%

eja
sprostitev
zmanja alost in skrbi

26%

4%

veja samozavest
ni odgovora

Figure 1 shows that the majority of students consume alcohol because they want to feel good,
they like the flavour of alcoholic drinks or without any reasons at all. The research also shows
that students the most often order alcoholic drinks when they are in pubs with their friends.
They usually drink beer, some popular alcoholic drinks and spirits. 16% of students are drunk
at least once a week. The same percent of them has already driven drunk (motorbike or car).
Almost half of them (46%) have already been driven by drunk drivers. The majority (90%)
has never heard about campaign which helps to prevent alcohol consumption. Students are
aware of the health consequences of excessive consumption of alcohol. As the most common
they state weakness, slower reflexes and car accidents. Most of them are also aware of that
they can be caught drunk-driving by the police and they have to pay penalty fines, they can be
involved in an accident and that they endanger themselves and others on the road.
What do the shown data tell us? Prevention, awareness and giving information are strategies
for preventing negative situations for traffic participants, which should be continued.

2.2 PREVENTION, AWARENESS, INFORMING

If we continue with the shown example of an alcohol-related traffic situation, the process of
preventing adolescents from drinking and driving has many aspects. One of the most
important is cooperation among adolescents, parents, friends, school, media, health
institutions and police.
Parents can be a good example to their adolescents, they can help them with giving advice,
providing transport and with numerous conversations about consequences of drinking
alcohol. School can help with various workshops and discussions with students. It can also
278

organize parent meetings to include parents into discussions about possible strategies that
would help their adolescents to resist drunk driving and reduce alcohol consumption. It is
important to detect in time and monitor regularly the alcohol consumption and traffic
involvement of adolescents.
The research results show only the influence of alcohol consumption on road traffic safety.
Road traffic safety has, as already mentioned, many aspects. We are certain, and the theory
confirms it, that systematic approach is needed to raise awareness of road traffic participants.
That is also defined by Resolution on National Programme on Road Traffic Safety (ReNPVCP,
OG RS no. 2/07), which periodic term has already been finished.
In paragraph 4, it is stated that the main objectives and goals, made according to the facts
and expectations of the Slovenian society, are to improve the traffic safety and follow the
objectives of other European countries. The objectives of the national programme are:
-

raising traffic safety culture to a comparable level of countries with highly developed
safety culture;
increasing the profit of existing resources by interconnection of competent authorities
at national level, local communities and civil society;
increasing roads usefulness and safety; dynamics of problem solving must be present
at all stages, from planning and implementation to control;
changing bad behaviour in traffic by educating drivers and implementation of
preventive and repressive strategies.

In paragraph 6.1, it is stated that in long term traffic education, preventive programmes in
schools and kindergartens and preventive activities are crucial for safe and responsible
behaviour of traffic participants. They help creating positive attitude to traffic safety in
general and to safety measures (e.g. safety belt use, awareness of the risk because of excessive
speed, alcohol and drugs abuse).
Chart 1: Traffic education activities
MEASURE

ACTIVITIES

279

Traffic
education

- implementing preventive programmes in schools and kindergartens,

- organizing preventive activities,
- including traffic education in the primary and secondary school
curriculum,
- creating positive attitude to traffic safety
- including positive experience of different partners and civil society
movements or associations (foundations, Automobile Association of
Slovenia, Association of Professional Drivers and Mechanics of Slovenia,
police, SPV,
insurance companies, etc.) in different programmes,
- implementing safe driving training programme.

In paragraph 1.5, the Law of Drivers (OG RS no. 109/10) indicates: Civil societies and
organisations that are dealing with road safety preventive activities in cooperation with
public educational institutions carry out contents connected with traffic education for safe
participation transport.
So, legal provisions are written. But are the contents and objectives being realized?
2.3 OPEN CURRICULUM TRAFFIC SAFETY
Secondary education system in the Republic of Slovenia includes a variety of educational
programmes. In the last period of time the most secondary educational programmes have
adopted new curricula. Those programmes follow general knowledge standards in the context
of general education subjects, such as Slovene, foreign language, mathematics, art, physics,
chemistry, biology, geography, history and psychology or sociology and physical education.
The programmes allow students to choose and this way they direct them in different
professions since they include compulsory professional modules and compulsory optional
modules. The students choose one or more optional modules, as it is specified by certain
educational programme. Optional modules from an open curriculum are prepared by the
school itself according to its autonomy. Specific professional and generic compentences are
defined in professional modules, integrating theoretical professional knowledge and practical
training. An important part of the curricula is the practical training with work, which lasts
from 4 to 10 weeks in secondary educational programmes.
The openness of curricula gives the schools certain flexibility at providing the programme. In
the four-year programme, 578 lessons can be adapted to match the local needs. This means
that the contents, which are specific for the area and in accordance with the objectives of the
programme, are included into the educational process. In the Republic of Slovenia, a
280

secondary educational programme Logistics Technician is provided by School Centre Celje,

Secondary School of Services and Logistics (SSDL). This programme has been designed for
youth, therefore they have made a decision to include the contents of traffic safety in the
second grade of the programme. Thus, the compulsory module Traffic Safety (Roman Krajnc is
the author and the teacher of the module) has been put in the regular educational programme
the open curriculum. Considering the current situation in our society and environment, the
contents have been modified (chart 2).
As far as we know, similar contents have been provided by Secondary School for Traffic
Maribor and School of Economics Murska Sobota, at the department of logistics, but in a
different implementing form.
Chart 2: Traffic Safety Module
PARTS OF
THE
CONTENTS

OPERATIVE
OBJECTIVES

LESS-

Legal
sources from
the road
traffic safety
field. VCP
(=traffic
safety)
factors.

Students
explain legal
sources,
which deal
with the
management
of traffic
flows.

1-5

CONTENTS

TEACHING
STRATEGIES

MINIMUM
STANDARDS

ZVCP, ReNPVCP,

Theoretical
basis is
presented
frontally.
Students
keep taking
notes into
their
notebooks.

Students
are
familiar
with
many
kinds of
legal
sources.
They can
list VCP
factors.

Theoretical
basis is
presented
frontally.
Students
keep taking
notes into
their
notebooks.

They can
define the
human
personalit
y.

ONS

VCP factors.

They define
and explain
VCP factors.
Human as
VCP factor.

They describe

6 - 10

human
characteristic
s.

Human needs and

motivation.

11 20

Factors of
behaviour,
personality, the
influence of
negative state of
the organism; the
influence of
alcohol and other
substances on
road safety;

21 -

Students analyze
the existing VCP

Measures for They define

providing
and describe

281

Project work Students

are able

favourable
level of VCP.

the necessary
measures for
realizing VCP
prevention.

34

projects.
Students produce
a written product
the project on a
selected theme.
Topics refer to the
elements of the
road traffic
related to VCP.

in groups.

to
develop
the basic
concept of
the
project on
topic of
preventio
n for VCP.

This module has been carried out for the previous four years. The content of this module is
team-oriented. Considering the current situation in our society the curriculum has been
modified. It is well known that safety in traffic is only a small part of forming the adolescent's
personality. That is why it is suggested to expand the module and the content is adjusted to
the targeted population.
3 COMPLETION
We are fully aware of the importance of the module 'Traffic Safety' in educating the
adolescents in the field of safety in traffic.
It is necessary to change the conviction of alcohol abuse at the age of adolescence. That is the
reason the institutions need to be involved and adolescents have to be awared of influence
caused by drinking alcohol too much. They also have to raise the awarness of alcohol
influence to a human body and the addiction to it. The advantages of abstaining alcohol also
has to be represented. There are numerous cases of young people dying in traffic accidents
caused by drinking. Let us only hope that with the possibility of educating young drivers of
safety on the road will bring us some new possibilities and resolutions.

Vir:
1. Krajnc R., Maek, N., 2009: Alkohol in vedenje v prometu mladostnikov. Celje: Zbornik
referatov. Strokovni posvet Alkohol res ubija.
2. Kurikul modul Prometna varnost. CC: Srednja ola za storitvene dejavnosti in logistiko.
3. Resolucija o nacionalnem programu varnosti cestnega prometa za obdobje 20072011.
UL RS, t. 2/2007.
4. www.cpi.si/kurikul/podlage-za-pripravo-izobrazevalnih/znacilnosti-izobrazevalnihprogramov.aspx.
5. 5. Zakon o voznikih Ul. RS, t. 109/2010.

282

S.O.U Riste Risteski Riko Prilep

Dipl.soob.in.Prof. Violeta Sekuloska

KAKO DO POGOLEMA BEZBEDNOST VO SOOBRAAJOT

APSTRAKT
Soobraajot e nae sekojdnevie. Ne moe da se zamisli ni eden segment od ivotot na
lugeto bez postoenje na soobraajot. Kolku istitot moe da se stavi vo sluba na ovetvoto,
zavisi od samoto ovetvo. Ironijata da bide pogolema ovekot esto i svesno ja namaluva
bezbednosta vo soobraajot. Vo toj sluaj,soobraajot, od nuna potreba e stane nuno zlo.
Kako toga da gi usoglasime ovie dve sprotivnosti?
Postojat iljada naini za da se dobie eden ist rezultat. Potreben e samo soodveten
pristap i prifatenost od site involvirani strani vo soobraajniot sistem. Nikoga ne e dosta da
se zboruva za bezbeden soobraaj. Nikoga ne e mnogu da se vlouva vo podobruvanje na
bezbednosta vo soobraajot. I samo eden oveki ivot da moe da se spasi od primena na
nekakva aktivnost, ne smeeme da ja zanemarime kolku i taa aktivnost da e obemna ili skapa.
Zatoa to i toj makar samo eden oveki ivot koj bi bil spasen od taa aktivnost, kota mnogu
povee odkolku site sredstva i trud to bi bile vloeni za taa postapka. Zatoa da dademe se od
sebe site nie koi moeme, za da go podobrime denenoto brzo tempo na iveenje koe so
novite soobraajni tehnologii e ute pobrzo i poopasno.
Kluni zborovi: Soobraaj, bezbednost, soobraajni nezgodi.
1.VOVED
Kako do pogolema bezbednost vo soobraajot?
Praanje so povee odgovori. Sekoj odgovor-predmet na analiza.
Analiziraji gi tie odgovori, se dobivaat soodvetni reenija za konkretni soobraajni
problemi. Sekoj reen soobraaen problem-stepen povisoko na skalata-bezbeden soobraaj.
So donesuvanje na Nacionalnata Strategija na Republika Makedonija za unapreduvanje na
bezbednosta vo soobraajot, zapona prviot multisektorski pristap kon namaluvanje na
brojot na soobraajni nezgodi i posledicite od niv. Ova pretstavuva solidna osnova za
aktivnosti koi treba da bidat prevzemeni od strana na dravnite organi i ostanatite institucii,
no i golem predizvik i seriozna zadaa. Glavna zadaa na ovaa strategija e prepolovuvanje na
brojot na rtvi vo soobraajot, i najvano, eliminiranje na brojot na deca rtvi vo
soobraajot. Nie , kako del od taa strategija, sme dolni da gi aktivirame site nai kapaciteti i
potencijali za postignuvanje na taa cel.

283

2. GLAVEN DEL
Sekoj uesnik vo soobraajot si go postavil praanjeto kako do pogolema bezbednost
vo soobraajot i sekoj dal barem po eden odgovor. Site tie odgovori do kolku bi bile
sprovedeni vo delo, e ovozmoat zgolemuvanje na bezbednosta vo soobraajot. Site tie
odgovori imaat doza na vistina i zasluuvaat vnimanie i podetalno razgleduvanje. Za da gi
dobieme tie odgovori, se sprovela edna anketa na del od uesnicite vo soobraajot. Eve nekoi
od tie odgovori:
1. Pravilno poituvanje na pravilata i propisite vo soobraajot 30% od
anketiranite
2. Podobruvanje na soobraajnata infrastruktura 15% od anketiranite
3. Podobra soobraajna signalizacija 12% od anketiranite
4. Zgolemuvanje na javnata svest 13% od anketiranite
5. Zgolemena kontrola od strana na sektorot za soobraaj 5% od anketiranite
6. Tolerancija meu uesnicite vo soobraajot 5% od anketiranite
7. Podobra edukacija na decata i mladite 20% od anketiranite

Pravilno poituvanje na
pravilata i propisite vo
soobraajot
Podobruvanje na
soobraajnata infrastruktura

20%

30%

5%

Zgolemuvanje na javnata
svest

5%
13%

Podobra soobraajna
signalizacija

12%

15%

Zgolemena kontrola od
strana na sektorot za
soobraaj
T olerancija meu uesnicite
vo soobraajot
Podobra edukacija na decata
i mladite

Edno praanje so pove toni odgovori. Seto ova ne doveduva do zakluok deka
postojat povee reenija koi vodat do edna ista cel. So analiza na sekoj od ovie odgovori e se
ovozmoi dobivanje na detali koi moat da bidat sostavni delovi na mozaikot nareen
BEZBEDEN SOOBRAAJ.

2.1 Pravilno poituvanje na pravilata i propisite vo soobraajot

Site pravila i propisi se donesuvaat za da se poituvaat. So toa poituvanje pak se
ovozmouva primena na soobraajot vo uloga na ovetvoto i opravduvanje na negovoto
postoenje. No dokolku navlezeme podetalno vo ovoj problem, e vooime deka postojat
momenti koga najmogu se prekruvaat tie pravila i propisi. Do kolku gi otkrieme tie
momenti, e moeme i da gi eliminirame. Fakt e deka pravilata i propisite najesto se
prekruvaat neposredno posle nivnoto donesuvanje, t.e. pri sekoe revidiranje na Zakonot za
bezbednost vo soobraajot. Vo tie momenti se prekruvaat novodonesenite pravila, a i onie
stari pravila koi se tesno povrzani so novite, najesto zaradi nedovolna informiranost za
284

novinite od strana na uesnicite vo soobraajot, no i zaradi potreba od adaptiranje kon

promenite.

2.2 Podobruvanje na soobraajnata infrastruktura

Bez soodvetna soobraajna infrastruktura, ne moe da stane zbor za bezbeden
soobraaj. Izgradba na novi i rekonstrukcijata na starite patni soobraajnici, e plan na sekoe
optestvo. No dokolku zemjata ne e ekonomski mona za preiodina rekonstrukcija na
patitata istata e primorana da go obavuva celokupniot soobraaj na ve postoekata
soobraajna infrastruktura, a so toa i bezbednosta vo soobraajot ne e moe da bide na
zadovolitelno nivo.

Slika 1. Kolovozna konstrukcija

2.3 Podobruvanje na soobraajnata signalizacija
Povremeno odruvanje na soobraajnicite, ne znai samo nivno tehniko odruvanje,
tuku znai i povremeno obnovuvanje na soobraajnata signalizacija bez razlika dali stanuva
zbor za horizontalna ili vertikalna soobranata signalizacija. So soodvetno odruvanje e se
ovozmoi eliminiranje na taka nareenite KONFLIKTNI TOKI, koi se pojavuvaat za vreme na
nesoodvetni, necelosni ili voopto neregulirani delnici so soodvetna soobraajna signalizacija.

Slika 2. soobraajna signalizacija

285

2.4 Zgolemuvanje na javnata svest

Podobro e da se sprei otkolku da se lei. So zgolemuvanje na javnata svest kaj
uesnicite vo soobraajot se spreat brojnite prekruvanja vo soobraajot a so toa i
namaluvanje na brojot na soobraajni nezgodi. Edukacijata ne prestanuva so polaganjeto na
vozakiot ispit. Faktot deka postojat promeni vo Zakonot za bezbednost vo soobraajot, kako I
faktot deka site uesnici vo soobraajot ne se i vozai, pa da gi poznavaat pravilata, ne tera na
razmisluvanje, deka e potrebno da se posveti pogolemo vnimanie pri edukacijata na
uesnicite vo soobraajot, za da tie moat da se zatitat sebesi , a i drugite okolu niv.

2.5.Zgolemena kontrola na patitata

Zgolemenata kontrola na patitata, od strana na sektorot za vnatreni raboti, ne znai
zgolemivanje na kaznite. Iskustvoto so visoki kazni nikade ne dalo soodvetni rezultati, zatoa
to vozaite, esto, za da ja izbegnat kaznata, t.e. soobraajnata kontrola, pravat eden po drug
nekolku prekroci. Zaradi taa priina, no i zaradi podobrena kontrola na patitata, Republika
Makedonija, prevzema niza na postapki meu koi e posouvanjeto na radarskata kontrola i
toa niz celata teritorija na Republika Makedonija. Isto taka od neodamna, vo nekoi gradovi,
bea instalirani bezbednosni kameri, na nekoi pofrekfentni krstosnici. So samiot fakt deka ima
postojanobudno oko, koe e ve sledi postijano, mu vleva na vozaite doza na
stravopoituvanje, a so toa gi tera da bidat i povnimatelni.

Slika 3. radarska kontrola

Slika 4. Bezbednosni kameri

2.6 Tolerancija meu uesnicite vo soobraajot

Humanite odnosi, moralot i etikata pomeu uesnicite vo soobraajot, se trite bitni
komponenti koi gradat konstruktivni linosti koi vo soobraajot se odnesuvaat korektno, a so
toa odnesuvanje direktno uestvuvaat vo podobruvanje na bezbednosta vo soobraajot.
Destruktivnite uesnici moraat da se otstranat od soobraajot, bideji pretstavuvaat direktni
priiniteli za namaluvanje na bezbednosta vo soobraajot.
286

Slika 5. Destruktiven voza

Slika 6. Konstruktiven voza

2.7 Podobra edukacija na decata i mladite

Vo sklop na Nacionalnata Strategija, a vo sorabotka so Republikiot Sovet za
Bezbednost na Patitata, bee sprovedeno edukativno preventivna akcija vo site sredni
uilita vo Republika Makedonija. Plodovite na ovie edukativni aktivnosti treba doprva da
sledat no i da ne prestanat tuka. Dokolku ovie edukativni akcii ostanat izolirani istite nema da
moat da vrodat so plod. Potrebno e postojano educijanje na site deca i mladi zatoa to toa e
dvieka populacija koja e dinamika i sekoja nova godina e nova generacija koja bara
soodvetna edukacija.

3. SOOBRAAJNI NEZGODI
Namalenata bezbednost znai zgolemen broj na soobraajni nezgodi. Dobra
soobraajna nezgoda e onaa koja ne se sluila. Site soobraajni nezgodi koi se sluile, se
sluile zaradi nekakvi priini. Dokolku se napravi analiza na soobraajnite nezgodi, e moe
da se izvri i tretiranje na istite. Identifikacijata na priinitelite za soobraajnite nezgodi, e
znai iznaoanje na reenija za odredeni nesoodvetni postapki. Nacionalnata Strategija, koja
poslednava godina ja sproveduva Republika Makedonija, znai tono toa detektiranje na
priinitelite za soobraajnite nezgodi i iznaoanje na soodvetni reenija. Edukacijata na
uesnicite isto taka e del od Nacionalnata Strategija za bezbednost vo soobraajot.
Statistikite podatoci ukauvaat na namaluvanje na brojot na soobraajni nezgodi vo
poslednive dve godini od koga postoi i Nacionalnata Srategija za podobra bezbednost vo
soobraajot. Toa e motiv povee da se prodoli kon taa zacrtana programa. Uvidot na
napravenite soobraajni nezgodi vo poslednive 5 godini moe da bide od razlini aspekti so
to se dobivaat razlini i dragoceni podatoci koi ni gi davaat ekstremnite otstapuvanja na
dijagramot na soobraajnite nezgodi. Brojot na soobraajnite nezgodi vo Republika
Makedonija vo poslednite 5 godini e daden vo slednata tabela.

287

Tabela br. 1
Soobraajni
nezgodi

2007
god

So zaginati

147

155

149

134

131

So povredeni

3890

4248

4204

4089

4091

Vkupno

4037

4403

4353

4223

4222

2008god 2009god 2010god 2011god

5000
4000
3000

So zaginati
So povredeni

2000

Vkupno
1000
0
2007 god 2008god 2009god 2010god 2011god

Kako del od priinitelite, koi gi predizvikuvaat soobraajnite nezgodi, so soodvetni brojni

podatoci, se dadeni na slednata tabela.
Tabela br. 2
2007god 2008god 2009god 2010god 2011god Vkupno
Brzo vozenje

1431

1461

1238

1219

1121

6470

Nepoituvanje
na prvenstvo

653

757

746

745

742

3643

Upravuvanje
pod alkohol

140

133

155

132

130

690

Nedrenje
strana

342

424

467

492

482

2206

Nepropisno
dvienje

468

539

580

511

521

4825

Nepropisno
preteknuvanje

219

231

206

201

205

1062

Drugi priini

784

859

961

923

1021

4548

288

Sledna analiza koja e napravena, a e isto tolku znaajna kako i predhodnite, e analiza na
nastradanite vo soobraajnite nezgodi, po vozrasni grupi. So toa se ovozmouva
identificiranje na poodelni grupi kade najprvo treba da se reagira vo prevzemanjeto na
ekorite pri sporeduvanje na planot na Nacionalnata Strategija za bezbednost vo soobraajot.

Tabela br. 3 Nastradani lica po vozrast

2007god

2008god

2009god

2010god

2011god

Vkupno

0-13god

543

619

600

623

606

2991

14-17god

492

416

416

370

376

2070

18-24god

1552

1711

1594

1340

1304

7501

25-65god

3719

4140

4281

4204

4114

20458

Vkupno

6306

6886

6891

6537

6400

25000
20000
0-13god
15000

14-17god
18-24god

10000

25-65god

5000

Vkupno

0
2007god

2008god

2009god

2010god

289

2011god

Tabela br. 4
Zaginati lica

Povredeni lica

2007 2008 2009 2010 2011

2007 2008 2009 2010 2011

0-13

536

612

596

617

601

1417

15

477

410

411

366

370

1824

25

19

28

22

24

1527

1692

1566

1318

1280

2565

126

130

123

130

128

3593

4010

4158

4074

3986

Vkup.

173

162

160

162

163

6133

6724

6731

6375

6237

Zaginati lica

Povredeni lica

200

8000
7000
6000
5000
4000
3000
2000
1000
0

0-13

150

14-17

100

18-24
25-65

50

Vk up.

0
2007 2008 2009 2010 2011

0-13
14-17
18-24
25-65
Vk up.
2007 2008 2009 2010 2011

Ovaa analiza ni go dava podatokot deka vo edna soobraajna nezgoda, moe da ima
povee nastradani lica, pa zatoa brojot na nastradani vo odnos na brojot na soobraajni
nezgodi e daleku pogolem.
Nesomneno, od ovie dadeni podatoci, lider vo priinitelite za soobraajni nezgodi, e
brzoto vozenje. Toa znai deka toj e eden od problemite koj prv treba da se rei. Predhodno
dadenite odgovori moat da go reat ovoj problem, odnosno 24h kontrola vo soobraajot,
poituvanje na zakonskite propisi, kako i zgolemuvanje na javnata svest, e bidat reenija za
ovoj nesomneno najgolem problem. Dokolku gi analizirame priinitelite e vooime deka site
se reavaat so nekoi od predhodno dadenite odgovori.
Priinitelite se detektirani, no gi imame i reenijata, zatoa to gi imame odgovorite. Na
nas ostanuva samo da gi sprovedime vo delo. Nastradanite lica, po vozrasti koi se dadeni vo
tabelite 3 i 4 ni gi davaat reenijata za toa na koja vozrasna grupa na uesnici vo soobraajot e
potrebna dopolnitelna edukacija i kontrola.
290

ZAKLUOK
Dokolku se napravi paralela od ovie predhodni spomnati, a sprotistaveni strani
odnosno analizata na odgovorite i analizata na nezgodite e vooime deka istite se vo cvrsta
korelacija. Taa korelacija e naa postavena cel. Postavenata cel e visoka, no ute povisoka e
cenata koja bi se platila dokolku ne se angairaat site sili i kapaciteti za da se postigne taa cel.
Od poetokot na implementacijata na ovaa strategija, brojot na rtvi pokauva tendencija na
opaanje. Ovoj podatok treba da predstavuva podtik za site nas, da prodolime zasileno da
dejstvuvame pri ostvaruvanje na zacrtanite celi:

Podobrena infrastruktura
Podobrena soobraajna signalizacija
Zgolemena javna svest
Podobrena edukacija na deca i mladi
So postignuvanje na ovie celi, so koordinirana i fokusirana akcija na site kapaciteti
brojot na soobraajnite nezgodi e se namali, a se namalat i zagubenite oveki ivoti.

Koristena literatura:
www.google.com
www.rsbsp.org.mk
www.time.mk

291

S.O.U Riste Risteski Riko Prilep

Grad. Traf. Eng. Prof. Violeta Sekuloska

HOW TO THE BIGGER SAFETY ONTO TRAFFIC?

ABSTRACT
Traffic is a part of our everyday life. There is no single segment of peoples life without
traffic. How much it will be useful for the mankind it depends on the mankind itself. To make
the irony bigger the man very often and consciously is reducing safety in traffic. In that case
from necessary need it will become necessary evil.
Then how to adjust these two opposites?
There are thousands of ways to rich one result. It takes only appropriate approach and
acceptance from everyone involved into traffic system. It never is enough talking about safe
traffic. It is never too much to invest for improving the safety of the traffic. Even if only one
human life can be saved with some activity we must not ignore it no matter how big or
expensive that activity might be, because even that one human life that will be saved costs lot
more than all the money and work invested into that activity. Therefore lets give our best to
improve todays fast life style which thanks to the new traffic technologies is getting even
faster and more dangerous.
Key words: Traffic, safety, traffic accidents.

1. Introduction
How to the bigger safety onto traffic?
Question with many answers. Every answer is an object of the analyses.
Analyzing those answers we are getting to the adequate solutions for the specified
traffic problems. Every solved traffic problem is one level higher on the ladder called safe
traffic. Accepting of the National Strategy of the Republic of Macedonia for improving the
safety into traffic is the beginning of the first multi section approach to reducing the number
of the traffic accidents and their consequences. This is a solid base for the activities that will
be taken over by the state and other institutes, but also a big challenge and serious
assignment. Main purpose of this strategy is reducing by half the number of victims into traffic
and most important eliminating the number of children victims into traffic. We, as part of
that strategy, are obligated to activate all our capacity and potentials to reach that goal.

292

2. Main part
Every participant into traffic is asking himself how to be safer into traffic and everyone
gave at list one answer. If all these answers are implemented into real life it will increase the
safety into traffic. All those answers deserve attention and detailed analyses. In order to get
the answer, investigation had been made with some of the participants into traffic. These are
some of the answers:
1.
2.
3.
4.
5.
6.
7.

Respecting the rules and regulations for the traffic 30% of the people
asked;
Improving of the traffic infrastructure 15% of the people asked;
Better traffic signalization 12% of the people asked;
Increasing of the public conscious 13% of the people asked;
Bigger control from the traffic sector 5% of the people asked;
Tolerance between participants into traffic 5% of the people asked;
Better education for children and youth 20% of the people asked.

Respecting the rules and

regulations for the traffic
Improving of the traffic
infrastructure

20%

30%

5%

Increasing of the public

conscious

5%
13% 12%

Better traffic signalization

15%

Bigger control from the traffic

sector
T olerance between
participants into traffic
Better education for children
and youth

One question with many answers. All of this is leading to the conclusion that there are
many solutions with same goal. Analysing every answer will make it possible to get details
which can be a part of the picture called SAFE TRAFFIC.

2.1. Correct applying of the rules and regulations into traffic

Every rule and regulation is to be respected. Respecting them is making possible for
traffic to be useful for the mankind and justify its existence. But if we go deeper into this
problem we will see that there are moments when this rules and regulations are mostly
disrespected. If we determine this moments we will be able to eliminate them. It is known that
rules and regulations are mostly broken immediately after they are adopted, during every
revising of the low for safety in traffic. In these moments new rules are broken, also the old
ones closely connected to the new, mostly because inadequate information about the new
regulations for participants into traffic, but also because of the need for adaptation to the
changes.

293

2.2. Improving of the traffic infrastructure

Without adequate traffic infrastructure there can not be a safe traffic. Building new and
reconstruction of the existing roads is a plan of every society. But if the country is not
economically strong enough for periodical reconstruction of the roads the whole traffic is
going on using the existent traffic infrastructure, and with that safety in traffic can not be on
the satisfying level.

Figure 1. Road construction

2.3. Better traffic signalization

Occasional repairing of the roads does not only mean their technical repair, but it
means also periodical replacing of the road signalization no matter if it is horizontal or
vertical road signalization. Appropriate repairing will make possible the elimination of so
called CONFLICT POINTS, which take place during inappropriate, partial or unregulated parts
of road with appropriate traffic signalization.

Figure 2. Traffic signalization

294

2.4. Increasing of the public conscious

Better to prevent then to treat. Increasing of the public conscious for the participants
into traffic will prevent numerous disrespecting into traffic followed by decreasing of the
number of traffic accidents. Education does not stop with passing the drivers exams. The fact
that there are changes in low for safety in traffic, also the fact that every participant in traffic
is not a driver, so they dont know the rules, makes us think of the fact that it is necessary to
dedicate bigger attention to the participants into traffic so they can protect themselves and
others around them.

2.5. Bigger control from the traffic sector

Higher control on the roads from the sector of the police doesnt necessarily mean
higher penalty number. Experience with extremely high penalty never gave appropriate
results, because the drivers are often avoiding the penalty or traffic control and are making
one after another several violations. For that reason but also for improving the total control
Republic of Macedonia is making numerous activities including radar control on every road
on its territory. Also recently in some cities were installed safety cameras on some frequent
crossroads. With the fact that there always is an eye that is watching, is giving the drivers a
feeling of respect and with that is making them more careful.

Figure 3. Radar control

Figure 4. Safety camera

2.6. Tolerance between participants into traffic

Human relations, moral and ethics between participants into traffic are the three
crucial components of the constructive person that is involved with traffic correctly and with
that behavior is directly improving safety into traffic. Destructive participants must be
removed from the traffic, because they are direct reason for reducing the safety into traffic.

295

Figure 5. Destructive driver

Figure 6. Constructive driver

2.7. Better education for children and youth

As part of the National Strategy, in cooperation with Republic Council for Safety on the
Roads, educationally preventive action was realized in every high school into Republic of
Macedonia. The results of this educational activities are yet to come, but not to stop here; if
this educational actions remain isolated they will not rich their goal. It is necessary to
constantly educate all children and youth because it is dynamic population and every year
there is a new generation needing appropriate education.

3. Traffic accidents
Reduced safety means increased number of traffic accidents. Good traffic accident is
the one that never happened. Every traffic accident that happened, happened with a reason. If
we make analyses of the traffic accidents we will discover the reason for those accidents, and
knowing that we will be able to treat them. Identification of the reasons for the traffic
accidents will mean finding solutions for certain inappropriate behavior. National Strategy,
realized last year in Republic of Macedonia, means exactly that detection of the reasons for
traffic accidents and finding appropriate solutions. Education of the participants is also a part
of the National Strategy for safety into traffic. The statistic data is showing reducing of the
number of traffic accidents in the last two years since this National Strategy for improved
safety in traffic exists. It is a motive more to continue with that program. Approach to how
traffic accidents had happened in last 5 years can be from numerous aspects which is leading
to different and precious data that are determining extreme deviations of the diagram for
traffic accidents. The number of the traffic accidents in Republic of Macedonia for the last 5
years is given into the following table:

296

Table 1.
Traffic accidents

Year
2007

Year
2008

Year
2009

Year
2010

2011

With dead

147

155

149

134

131

With injured

3890

4248

4204

4089

4091

Total

4037

4403

4353

4223

4222

5000
4500
4000
3500
3000
2500
2000
1500
1000
500
0

With dead
With injured
Total

Year 2007

Year 2008 Year 2009 Year 2010

2011

Part of the reasons causing this traffic accidents with appropriate numbers are
given in the table below:
Table 2.
Year
2007

Year
2008

Year
2009

Year
2010

Year
2011

Total

Fast driving

1431

1461

1238

1219

1121

6470

Disregarding
priority

653

757

746

745

742

3643

Driving with
alcohol

140

133

155

132

130

690

Not holding a
side

342

424

467

492

482

2206

Inappropriate
movement

468

539

580

511

521

4825

Inappropriate
outrunning

219

231

206

201

205

1062

Other

784

859

961

923

1021

4548

297

reasons
7000
6000
5000
4000
3000
2000
1000
0

Year 2007
Year 2008
Year 2009
Year 2011

Other
reasons

Inappropriate
outrunning

Inappropriate
movement

Not holding
a side

Driving with
alcohol

Disregarding
priority

Fast driving

Year 2010
Total

Next analyzes that is made, important as every other, are the analyses of the victims of
the traffic accidents, according to their age. This is to identify the groups where has to be
reacted first taking steps for realization of the National Strategy for safety in traffic.

Table 3. Victims by their age

Year
2007

Year
2008

Year
2009

Year
2010

Year
2011

Total

0-13 age

543

619

600

623

606

2991

14-17 age

492

416

416

370

376

2070

18-24 age

1552

1711

1594

1340

1304

7501

25-65 age

3719

4140

4281

4204

4114

20458

Total

6306

6886

6891

6537

6400

25000
20000

0-13 age

15000

14-17 age
18-24 age

10000

25-65 age
Total

5000
0
Year
2007

Year
2008

Year
2009

Year
2010

298

Year
2011

Total

Table 4.

People killed

People injured

2007 2008 2009 2010 2011

2007 2008 2009 2010 2011

0-13

536

612

596

617

601

1417

15

477

410

411

366

370

1824

25

19

28

22

24

1527

1692

1566

1318

1280

2565

126

130

123

130

128

3593

4010

4158

4074

3986

Total

173

162

160

162

163

6133

6724

6731

6375

6237

Peple k illed

People injured

200
0-13

150

14-17

100

18-24
25-65

50

Total

0
2007

2008

2009

2010

2011

8000
7000
6000
5000
4000
3000
2000
1000
0

0-13
14-17
18-24
25-65
Total
2007

2008

2009

2010

2011

This analyses is giving us a data that in one traffic accident can be more then one
victim, therefore the number of the victims is much higher then the number of the traffic
accidents.
No doubt, from this data, leader as reason for traffic accidents, is a high speed. It means
that it is a problem first to be solved. Answers given earlier can solve this problem: 24 hours
traffic control, respecting the rules and regulations and increasing of the public conscious, will
be the solution for this no doubt biggest problem. If we analyze reasons we will see that every
one can be solved using one of the answers above.
Reasons are detected, but we also have the solutions, because we have the answers. It
is on us to make it happen. Victims by their age given into table 3 and table 4 are telling us
which group of participant in traffic needs additional education and control.

299

Conclusion
If we make parallel of this mentioned above, opposite sides; analyze of the answers and
analyzes of the accidents we will see that they are very connected. That connection is our goal.
It is a high goal, but it is a high price to pay if we dont engage all power and capacity to rich it.
From the beginning of the implementation of this strategy number of the victims is reducing.
This is additional motive for us to continue working more to rich our goals:

Better infrastructure;
Better traffic signalization;
Increased public conscious;
Better education for children and youth.
Reaching this goals, with coordinated and focused action of all capacities number of the
traffic accidents will decrease, also will be less lost human lives.

References:
www.google.com
www.rsbsp.org.mk
www.time.mk

300

Vlasta Peroti, dipl. ing. prometa

KAKO OSTVARITI SREDSTVA PREDPRISTUPNE POMOI IZ PROGRAMA IPA?

Imati ideju, motiv i volju za raspisivanje aplikacije, potivati rokove prijave i ekati
vrednovanje.
Modernisation of school curricula in VET schools in line with the changing needs of the
labour market / economy.
Contracting Authority: Agency for Vocational Education and Training and Adult Education
Department for Financing and Contracting of IPA Programme.
Aplicant: KOLA ZA CESTOVNI PROMET ZAGREB/ ROAD TRAFFIC SCHOOL ZAGREB
Title of the action: Eko vonja je zakon! / ECO-DRIVING RULES!
Cities: Zagreb, Varadin, akovec, Beli Manastir
Total duration of the action: 12 months
Estimated results : 185.000,00
Kljune rijei: IPA-PROJEKT, bespovratna sredstva, ciljevi projekta, eko vonja, aktivnosti.
Amount (in EUR) of requested EU contribution:
Specific objective: Strengthening of the existing educational system in the Road traffic
schools, which educate students for road traffic occupations, in order to raise the level of
environmental awareness about rational driving through raising competencies of teachers in
transmitting the relevant knowledge related to the changes in the way od driving in odrer to
protect the environment.
Objectives of the action: <Overall objective> to contribute to the introduction of modern and
innovative contents in VET schools according to the needs of the economy
<Specific objective)> to raise competencies of teachers who teach practical lessons and
students of partnering schools related to eco-driving; to set material preconditions for
introducing modern and innovative eco-driving related contents into school curriculum.
1. Improved quality of education in technical subjects and practical teaching related to ecodriving and environmental protection
301

2. Raised knowledge and awareness of students regarding the rational andsafer eco-driving
3. Created material conditions for implementation of the new curriculum.
4. Raised awareness among the local comunity on the importance of eco-driving and
environmental proteciton
Main activities:
1. Education and training of teachers through the organization and conduction of seminars
and workshops,of study tours to the centers of safe driving, of trainings in the field of safe
and eco-driving. 2.The introduction of better and more modern equipment and teaching tools.
3. Modernization and development of new, more appropriate textbooks and manuals. 4.
Promotion of vocational education and making public aware of the importance and value of
professions related to the road traffic, and ultimately the importance of eco-driving and its
influence on the environment.
Target group(s) : Teachers, students and school staff in the schools involved in the Project
Final beneficiaries: Employers SMEs; all traffic participants
PROJECT DESCRIPTION
Overall objective(s) of the project is to contribute to the introduction of modern and
innovative contents in VET schools according to the needs of the economy. With our specific
objectives, namely:
to raise competencies of teachers who teach practical lessons and students of
partnering schools related to eco-driving;
to set material preconditions for introducing modern and innovative eco-driving
related contents into school curriculum
we will siginifacntly contribute to fulfilling of the overall objective.
To achieve the specific Project objectives a professional improvement of practical work
teachers is needed, as well as the improvement of lecturers of traffic group of subjects, and
moreover, the development of their skills in handling the teaching aids that contribute to
spreading awareness about the importance of environmental protection and proper
application of the appropriate driving.
Within the Project activities the teachers will be provided with the following:
1. Eco-driving and environmental protection education,
2. Training in the field of safe and eco-driving,
3. Study visit to centres of safe and eco-driving in some European Union countries.
Furthermore, the students competence will be improved through the following::
1. Introduction of extra-curricular activities (eco-driving and environmental protection),
2. Students competition in the field of safe and eco-driving,
3. Visits to advanced technology vehicles fairs.
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To meet the target groups and end user needs, the students will be divided into two
groups: first group - students - motor vehicles drivers who receive training in eco-driving,
economical and safe driving (EES-driving) and second group - students - road traffic
technicians who, along with the teachers, analyze the drive, make and interpret the findings
about the benefits of applying the EES-driving.
To successfully implement these activities, it is necessary to fulfil the following
prerequisites: to obtain and install control driving equipment, to conduct demonstration and
handling equipment training, to provide training grounds for a demonstration, to obtain
computer and presentation equipment (software for eco-driving monitoring), to provide
premises for activities implementation.
One of the important activities of the Project implementation is to promote eco-driving among
general public through print and electronic media.
Through the successful implementation of planned Project activities, this Project
implementation guarantees the following:
1. Improved quality of education in vocational subjects and practical training related to ecodriving and environmental protection, given that teachers will gain new knowledge and skills
and thus increase their competence,
2. Increased level of awareness and responsibility of students in the field of rational, safe and
eco-driving, and through practical training to gain experience of different driving style, which
directly reflects on the vehicle exploitation.
3. Enhanced didactic equipment and provided new teaching aids for carrying out practical
work.
4. Increased awareness of the local community about the eco-driving importance and
environmental protection through production of promotional materials, presentations and
lectures.
Raising the education quality in vocational subjects, developing awareness and responsibility
of students about eco-driving, more rational and safe driving, and improving of the material
job conditions was underlying motive to launch this project. We believe that by this Project
implementation we will significantly help the Croatian vocational education system and
Croatian businessmen, who will ultimately get a better workforce. This will increase the
competitiveness of the Croatian workforce in the field of road transport in the European
labour market.
OPIS PROJEKTA
U skladu s vaeim zakonskim odredbama kola za cestovni promet iz Zagreba je nakon
dogovorenog partnerstva sa kolama iz Varadina, akovca i Belog Manastira pokretnula
projekt pod nazivom: "Eko vonja je zakon!". Zatvaranjem poglavlja 14. predpristupnih
pregovora Hrvatske s EU, dolo je do niz zakonskih promjena i usklaenja s direktivama EU i
preporukama EU. Slijedom navedenoga, evidentno je da u naim strukovnim (cestovni
303

promet) kurikulumima treba doi do modernizacije i osuvremenjivanja, u skladu sa stvarnim

potrebama naega, odnosno europskog gospodarstva.
Za ostvarenje opeg cilja projekta nuan je doprinos uvoenju suvremenih i inovativnih
sadraja u nastavu u skladu s potrebama na tritu rada, odnosno u gospodarstvu.
Nadalje, za ostvarenje specifianog cilja projekta potrebno je struno usavravanje
nastavnika praktine nastave i predavae prometne skupine predmeta te razvijanju njihovih
vjetina u rukovanju nastavnim pomagalima koja doprinose irenju svijesti o vanosti zatite
okolia i pravilnoj primjeni odgovarajueg naina vonje.
U sklopu aktivnosti za realizaciju projekta nastavnicima e biti omoguena edukacija za
eko-vonju, provedba treninga s podruja eko-vonje i sigurne vonje, studijska posjeta
centrima sigurne i eko-vonje u zemljama Europske unije.
Isto tako, podii e se kompetencije uenika kroz uvoenje izvannastavnih aktivnosti (ekovonja), natjecanje uenika i posjete sajmovima tehnolokih dostignua kod vozila.
Jedna od bitnih aktivnosti provoenja projekta je i promocija eko-vonje upuena iroj
javnosti putem tiskanih i elektronskih medija. Da bismo uspjeno proveli navedene aktivnosti,
potrebno je ispuniti slijedee preduvjete: nabaviti i ugraditi opremu za kontrolu naina
vonje, provesti demonstraciju i obuku rukovanja opremom, osigurati vjebalita za
demonstraciju, nabaviti raunalnu i prezentacijsku opremu (izmeu inoga: software za
praenje eko-vonje), osigurati prostor za realizaciju aktivnosti.
Kroz osiguravanje preduvjeta za provedbu planiranih aktivnosti projekta, tj. provedba ovoga
projekta jami: poboljanu kvaliteta obrazovanja u dijelu strunih predmeta koji se odnose na
eko-vonju i zatitu okolia, savjesnije ponaanje uenike glede racionalnije, sigurnije i ekovonje te stvorenje materijalnih uvjeta za provoenje novih nastavnih sadraja. Podizanje
kvalitete obrazovanja u predmetima struke, razvijanje svijesti i odgovornosti kod uenika
glede eko-vonje, racionalnije i sigurnije vonje te unapreivanje materijalnih uvjeta rada je
bio temeljni motiv za prijavu s ovim projektom. Vjerujemo da bi realizacijom projekta
znaajno pripomogli hrvatskom strukovnom obrazovnom sustavu te hrvatskim
gospodarstvenicima koji bi na taj nain dobili kvalitetniju radnu snagu koja raspolae
suvremenim znanjima i vjetinama o eko-vonji. Na taj nain bismo doprinijeli
konkurentnosti hrvatske radne snage, u podruju cestovnog prometa, na europskom tritu
rada.
To je naa ideja, koja je dobila sredstva za realizaciju. Naravno, o relizaciji projekta i potekoa
pri realizaciji u vas izvijestiti slijedee godine.
ZAKLJUAK
Upustili smo se u izradu projekta u rujnu 2010 godine. Saetak nae ideje projekta poslati smo
u veljai 2011.godine (sve po propisanim rokovima). Odgovor i predaju kompletne prijave bio
je svibanj 2012. te odobrenje i rok za ienje budeta je poeo 1.07. 2012. budet se istio do
20.08.2012., a projekt smo dobili 22.08.2012. godine. Poinje sa realizacijom nakon
potpisivanja i doznaavanja sredstava, odnosno tijekom listopada 2012. Projekt e trajati
godinu dana, a na slijedeem skupu u vas obavijestiti o realizaciji i tijeku provoenja.

304

SOU Goo Vikentiev

Zlatko Petruov, Dip. Soob. Ing

NOVI BEZBEDNOSNI TEHNOLOGII

APSTRAKT
So nagliot razvoj na elektronikata, denes e promenet nainot na upravuvanje so
vozilata. So primeneta na ovie sistemi na vozilata se ovozmouva podobruvanje na
bezbednosta vo soobrakajot. Zablagodaruvajki se na naprednite tehniki, od koi poveeto se vo
faza na eksperimentalna primena, moeme da oekuvame namaluvanje na brojot na
soobraajni nezgodi. Prednostite na ovie sistemi doagaat do izraz vo ekstremni uslovi na
vozenje, kako na pr. zamrznat kolovoz, koga i vgradeniot ABS sistem ne uspeva da go zadri
pravecot na dvienje na voziloto. Novite sistemi so pomo na instalirani senzori i algoritmi za
kontrola nepogrelivo uspevaat da go stabiliziraat voziloto. Vo seminraskata rabota se
obraboteni novite tehnologii koj sto pridonesuvaat za zgolemuvanje na pasivnata i aktivnata
bezebednost vo soobrakajot, navedeni se nekolku primeri na nekoi proizvoditeli na motorni
vozila kako tie gi imaat inkorporirano bezbednosnite tehnologii kaj svoite vozila, na koj nain
tie funkcioniraat i koi se nivnite pozitivni i negativni strani.
1.Voved
So nagliot razvoj na elektronikata deneska promenet e nainot na upravuvanje na
patnikite vozila, a zatoa to ke ponudi idninata moeme samo da pogoduvame. Postojat
razlini mislenja vo vrska so toa kako bi trebalo da se razviva transportot vo idnina. to se
odnesuva na transportot na patnici, vidliv e trendot na zgolemuvanje na mestata za sedenje
305

kaj patnikite avtomobili, kako bi se namalil soobrakajniot mete na patistata, a so toa bi se

zgolemila i bezbednosta vo soobrakajot.
Isto taka se vovedeni sistemi za odruvanje na rastojanieto megu vozilata koi koristat
posebni radarski i senzorski sitemi. Osven efikasnosta vo transportot, takvite reenija
znacajno ke go namalat i brojot na nezgodi na patitata. Vo seminraskata rabota se obraboteni
novite tehnologii koj sto pridonesuvaat za zgolemuvanje na pasivnata i aktivnata bezebednost
vo soobrakajot, navedeni se nekolku primeri na najnovite vozila nekoi proizvoditeli na
motorni vozila, kako tie gi imaat inkorporirano bezbednosnite tehnologii kaj svoite vozila na
koj nain tie funkcioniraat koi se nivnite pozitivni i negativni strani kako i napredni resenija
vo vrska so stabilnosta, sopiranjeto, vidlivosta, odruvanjeto na bezbedno rastojanie isto taka
i odruvanje na patnata brzina, odruvanjeto na koncentracijata na vozaot i drugi napredni
reenija koi imaat dosta golem udel vo gradenjeto na bezbeden transport na patitata.
2.Najnovite vozila i nivnite bezbednosni tehnologii
Mnogu avtomobilski giganti se zalagaat da postavat vodeki standardi vo bezbednosta,
megusebno se natprevaruvaat vo voveduvanjeto na brojni inovacii za podobruvanje na
bezbednosta. Eve nekoi od tie inovacii:
Bezbednosniot sistem vo najnovite vozila koristat najmoderna senzorska tehnologija
za da osigura deka patnicite ja imaat potrebnata zastita, koga ke im zatreba. Samo pet
milisekundi e s sto na sistemot mu treba za da zabelei udar, da ja presmeta negovata silina,
da prepoznae koe od osumte vozdusni pernicinja treba da se aktivira i da gi naduva do
korektno nivo. (Sl. 1). Vo isto vreme, sistemot za zadruvanje na patnicite i aktivnite potpirai
za glava (ako se vgradeni komfornite sedista, po izbor) se aktiviraat spored potrebata

(Sl. 1).
2.1 Sitem za nono gledanje
Najnovite vozila imaat vgradeno prilagodlivi predni svetala, po izbor, im dava novo
svetlo na svioklivite patita. Night Vision system (sistem za nono gledanje) odnosno
infracrveni senzori koj postojano ja nadlgeduvaat patekata vo nokni uslovi kako i brzinata na
avtomobilot, skrnuvanjeto i upravuvakiot agol na prednite trkala; toga sistemot moe da ja

306

presmeta patekata na kolovozot pred nego. Elektromotorite gi vrtat prednite svetla za da go

nasoat snopot tocno onamu kade sto avtomobilot se upatil. Rezultatot e: mnogu podobreno
osvetluvanje i zgolemena bezbednost, osobeno na svioklivi patita. (Sl. 2).

(Sl. 2).
2.2 Sistem za zgolemuvanje na vidlivosta
Prednata kamera e postavena vo centarot na predniot odbojnik i koristi specijalni
prizmatini lei, postaveni pod 90 stepeni, za da obezbedi jasen pregled na soobraajot
otstrana na raskrsnicite. Ova e prikazano na on-board monitorot (Sl. 3). Zadnata kamera,
postavena na kapakot na baganiot prostor, se aktivira koga se vkluuva stepen na prenos za
d nanazad. Taa ja prikazuva oblasta zad avtomobilot (do 131 stepen) i obezbeduva jasen
pregled pri d nanazad.

(Sl. 3).
2.3 IDrive (kontroler na centralnata konzola)
Maksimalna upotreblivost, minimalna sloenost: iDrive (kontroler na centralanata
konzola) gi poednostavuva kontrolite na mnogu vozaki osobini i karakteristiki na udobnost
na kabinite na najnovite vozila. Cesto koristenite karakteristiki briai na vetrobranskoto
staklo, indikatori, radio i telefon na primer se kontrolirani preku rakite ili kopinjata na ili
307

okolu upravuvaot. Pristapot do sekundarnite funkcii kako sto se adresarot, sistemot za

navigacija e preku iDrive (kontrolerot na centralnata konzola), so menija i informacii koito se
jasno prikaani na kontrolniot displej.

(Sl. 4).

2.4 Sistem za aktivna kontrola na patnata brzina

Idealen za relaksirano vozenje na golemi rastojanija: Aktivnata kontrola na patnata
brzina (ASS) mu ovozmouva na vozaot da gi odbere posakuvanata brzina na dvienje i
rastojanieto koeto treba da se odruva od voziloto pred nego. Senzorite postojano go
nadgleduvaat patot pred niv: s dodeka patot e ist, se odrzuva patnata brzina. Ako se zabelezi
vozilo, sistemot ja namaluva brzinata na avtomobilot za da osigura deka taa ke ostane na
predodredenoto rastojanie. Otkako patot povtorno e ist, ASS se vraka na patnata brzina.

(Sl. 5).
2.5 Bezbedna pozicija na sedenje
Izbornite komforni sedita za vozaot, sovozaot i vo zadniot del na kabinata se
ergonomski dizajnirani i elektrino prilagodlivi so cel da se zgolemi bezbednosta. Ventilacijata
na sedistata garantira deka duri i pri najdolgite patuvanja moete da uivate vo udobnosta.
Osobinata za aktivno sedenje vo seditata za vozaot i sovozaot ja podobruva cirkulacijata i
gi relaksira muskulite pri dolgite patuvanja so neno podignuvanje i spustanje na povrinite
za sedenje vo pravilni intervali.

308

(Sl. 6).
3.Zgolemuvanje na bezbednosta kaj avtomobilite
Eden od nainite za spreuvanje na soorakajnite nezgodi, koj ke se srekava vo idnina, e
proizvodstvoto na avtomobili koi mozat da predvidat nezgoda, kako i da prezemat akcija vo
vrska so spreuvanje na istata. Odgovor na ova prasanje dava sistemot V2V - komunikacija
pomegu vozilata.
Laboratorijata za istrazuvanje na elektronika na eden golem avtomobilski gigant pusti vo
upotreba dva avtomobili so vgradena tehnologija V2V za uspeno upravuvanje na
avtomobilite niz San Francisko. Sekako prenosot na prviot podatok do praviot avtomobil, vo
tocno opredeleno vreme bara dosta sloen algoritam. Zasega eksperimentot dava dobri
rezultai koga e vo praanje pomal broj na avtomobili, tekotiite nastanuvaat vo golemi
soobrakajni tokovi.
Nekoj od najnovite avtomobili se opremeni so DSRC. Pojaaniot sistem za kontrola na
stabilnosta predviduva koga ke se upati signal od avtomobil so vgraden DSRC sistem koj e
zastanat pokraj patot avtomatski signalot da se prenese preku matiniot kompjuter do
sopirakite, pri sto avomobilot zaponuva da sopira bez intervencija na vozaot.
Golemite avtomobilski giganti razvivaat sistemi haptic feedback (pedali i vozaki stakla koi
vibriraat), t. n. sistemi koi se odnesuvaat kako voza od zadnoto sedite, megutoa so razlika
deka ovoj voza e sekoga vo pravo.
Vozaite naskoro e gi zamenat istroenite pnevmatici so meki gumi so golemi
performansi, pred s vrz osnova na koristenje na elektroaktivni polimeri. Toa se takvi
komponenti koi imaat monosti slini kako kaj coveckite muskuli, da go menuvaat oblikot
koga ke dojde do promena na elektricitetot.

(Sl. 7).

(Sl. 8).
309

4.Zakluok
Razvojot na elektonikata i s pomasovnata primena na elektronskite sistemi kaj
vozilata, ke ovozmoat posigurno i pobezbedno upravuvanje so motornite vozila, kako i
namaluvanje na brojot na soobrakajni nezgodi. Blagodareji na naprednite reenija
avtomobilite ke ja troat energijata mnogu poracionalno.
Idnite reenija vo vrska so kontrolnata tabla ke bidat mnogu pomoderni i ke
pretstavuvaat komanden centar preku koj vozaot ke upravuva so site parametri na voziloto i
istovremeno ke kumunicira so site drugi uesnici vo transportot.
Novite sistemi, ne samo sto nudat golema bezbednost i komfor, tie otvoraat mnogu novi
monosti vo proizvodstvoto i dizajnot. Dizajnerite poveke ne moraat da mu robuvaat na
klasiniot raspored na upravuvakite mehanizmi i prekinuvai okolu koi se gradi s ostanato.
Koristena literatura
(1) Razlini stranici od Internet
(2) Simpozium na tema Novi tehnologii za bezbednost vo soobrakajot Diplomska
rabota d-r Ile Cvetanovskii d-r Vaska Atanasova

310

HIGH MUNICIPAL SCHOOLGoo

Vikentiev
Zlatko Petruov Graduate Traffic
Engineer

NEW SAFETY TECHNOLOGIES

ABSTRACT
The sudden development of electronics, today has changed way management vehicles.
With applied to these systems on vehicles allows improve traffic safety. Thanks on advanced
techniques, most of which are under experimental application, are eligible
to expect reducing the number of traffic accidents. The advantages of these systems come to
the fore in extreme driving conditions, eg .frozen road,
when built ABS system fails to retention direction of the vehicle. New systems assistance
to install sensors and control algorithms unmistakably fail to stabilize the vehicle. The job
is processed seminar paper new technologies that contribute hundred of
increasing passive and active traffic safety listed several examples of some manufacturers of
motor vehicles as they have incorporated security technologies in their vehicles, which
way they operate and what their positive and negative sides.

1.Introduction
The sudden development of electronics today changed the way the management of passenger
vehicles, and it will offer future we can only guess. There are different opinions about how we
311

should develop transport in the future. As for the transportation of passengers, visible trend
of increasing seating positions in passenger cars, could reduce traffic congestion on the roads,
and it would increase and traffic safe Also introduced systems to maintain distance between
vehicles using special radar and sensor systems. Besides efficiency in transport, such
solutions will significantly reduce the number of accidents on the roads. The job is processed
seminar paper new technologies that contribute hundred of increasing passive and active
safety in traffic, listed several examples of the latest vehicles certain manufacturers of motor
vehicles, as they have incorporated security technologies in their vehicles that way they
operate are their positive and negative sides as well as advanced solutions on the stability,
braking, visibility, maintaining a safe distance also maintain road speed maintenance the
concentration of the driver and other advanced solutions that have a sizable stake in building
a secure transport roads.

2. AND THEIR LATEST VEHICLE SAFETY TECHNOLOGIES

Many
automotive giants strive to
set standards leading security,
mutual compete
in introduction of numerous innovations to improve safety. Here are some of
those innovations:
Security system in the latest vehicles use modern sensor technology
to ensure that passengers have the necessary protection when they need it. Only
five hundred milliseconds is all the system needs to note blow to calculate
its power to identify which of eight airbags pillows should
be activated to inflate the correct level. (Fig.1). At the same time,
system retention passenger and active head restraints (if fitted luxurious seats choice) are
activated as needed

(Sl. 1).

2.1 ALL NIGHT VISION

The latest vehicles have built adjustable front lights, optionally, gives new light on corners
road. Night Vision system (system for night vision) or infrared sensors that
constantly monitor at track in night conditions and speed of the car, and deflecting the
312

steering corner of the front wheels; then system are eligible to calculate the path of
the road before him. Electric motor turn head lights to beam directed exactly where a
hundred cars went. The result: much improved lighting and increased security, especially
corner roads.(Fig.2).

(Sl.2).

2.2 System for increased visibility

The front camera is placed in the center of the front bumper and uses special
prismatic lenses set at 90 degrees to provide a clear overview of
the traffic side of intersections. This is a story of on-board monitor (Fig. 3). The
rear camera mounted on the cover of boot space,
are activated when includes gear to walkbackwards. She shows area behind the car (to
131 degree) and provides a clear view at the back.

(Sl. 3).

2.3 I Drive (controller on the center console)

Maximum usability,minimum slozenost: Idrija (Central consolecontroller) simplifies controls
vozacki many properties and features the comfort of the cabins on the latest vehicles.
Often used features - wipers the windscreen wipers, indicators, radio and telephone for
313

example - are controlled by handles or buttons on or around steering . Access

to secondary functions as WTO address, the navigation system is through I
drive (controller on the center console), with menus and information which clearly stories
as the control display.

(Sl. 4).

2.4 System for active control of road speed

Ideal for relaxed driving on long distances: The active control of travel speed (ACC)
has enables of the driver to select desired speed and distance movement which they should
maintained the vehicle in front. The sensors continuously monitor the road ahead of
them: until the road is cysts are maintain road speed. If note vehicle, the system reduces
the speed of the car to ensure it will remain before the specified distance. Once again the
road is a cyst, ACC returns to road speed.

(Sl. 5).

314

2.5 Safe seating position

Election comfortable seats for driver , passenger in the back of the
cab is ergonomically designed
and adjustable elektricno toincrease security. Ventilation sedistata guarantee that even the
longest trips are eligible to enjoying in comfort. Properties of active sitting in seats for driver,
passenger and improves circulation and relaxes muscles in long trips with lifting
and drawn of superficial seating at regular intervals.

(Sl. 6).

3. Increase safety in cars

One of the methods for preventing traffic of accidents, which will meet in the future,
is producing cars that people could foresee an accident, and to take action on preventing the
same. Reply to this system gives question V2V - Communication between | between vehicles.
Laboratory research the electronics of a large automotive giant brownie in
use two cars built for V2V technology management successes car through San Francisco.
Certainly the first data transmission to the right car, correct some time looking pretty complex
algorithm So far the experiment gives Good results when it
question fewer cars, resulting in severe major accidents flows.
One of the newest cars are equipped with DSRC. Strongest control
system provides stability when you are sent a signal from a car with a builtDSRC system roadside stand is automatically signal to be transmitted via computer
to personal brakes, with one hundred car begins to stops without intervention of the driver.
Major automobile giants develop systems haptic feedback ( pedal and
drivers glass that vibrate), t. slightly systems that act as the back driver
seat .However the difference is that this driver forever is right.
Drivers soon will replace spent tires with soft tires with great performance, primarily based
on using, electro active polymers .That such components have opportunities similar like
human muscles to change shape when you come to change electricity.

315

(Sl. 7).

(Sl. 8).

4. Conclusion
Development elektonikata everything expanded electronic systemsin vehicles will ovozmozat
safer and safer management motor vehicles and reducing the number of traffic accidents.
Thanking advanced solutions cars I wil wasting energy much more rational.
Future solutions on the dashboard will be very modern and will represent
the command center through which driver will manage all the parameters of
the vehicle simultaneously with all other communicate participants in transport.
The new systems not only offer one hundred great security and comfort, they open many
new possibilities in production and design. Designers no longer
have to slaves of classical schedule steering mechanisms and breakers around which
everything else builds.

References
(1) Various Internet sites
(2) Symposium on New Technologies for Transportation Safety Diploma work Dr. Ile
Cvetanovskii Dr. Vaska Atanasova

316

EKONOMSKA OLA MURSKA SOBOTA

SREDNJA OLA IN GIMNAZIJA
TJAA GERI, univ. dipl. in. iv. tehn. - mag. in. log.

POMEN POMORSKIH AVTOCEST ZA POMORSKI TOVORNI PROMET

POVZETEK
Evropski pomorski sistem v zadnjih letih doivlja korenite spremembe, saj se je pokazala
problematika preobremenjenosti kopenskih poti blagovnih tokov. Pojavila se je potreba po
vzpostavitvi kakovostnih pomorskih povezav, na podlagi esar je bil vzpostavljen koncept
pomorskih avtocest. Prispevek govori o procesu uresnievanja tega koncepta, saj je
Sredozemsko morje zelo pomembno pomorsko prometno obmoje z vozlii in koridorji
svetovnega pomena. Prikazali smo prednosti, slabosti, prilonosti in pomanjkljivosti
pomorskih avtocest ter navedli pomembne pomorske evropske koridorje. Predstavljen je
pomen pomorskih avtocest za Luko Koper in monosti razvoja v Jadranu ter morebitne ovire.
Poudarjen je tudi pomen uporabe informacijske tehnologije v pomorstvu, ki omogoa dobro
komunikacijo med kopnim in morjem. Predstavili smo tudi projekt Marinetraffic in prikazali
monost praktine uporabe koncepta pri pouku.
Kljune besede: pomorski promet, pomorske avtoceste, koridorji, Luka Koper, Jadran
1. UVOD
Evropska skupnost skua spodbujati pomorske povezave med dravami Evrope.Tenja
sistematine uporabe pomorskih povezav znotraj EU je vse veja, zato pridobiva program
razvoja pomorskih avtocest (Motorways of the Sea MOS) zelo pomembno teo v evropski
prometni politiki. Koncept pomorskih avtocest pomeni vzpostavitev novih, integriranih,
intermodalnih logistinih verinih povezav, katerih podlaga je visoko kakovostna pomorska
povezava. Ta povezuje izbrana pristania, ki so na stratekih tokah vzdol evropske obale.
Take verine povezave so trajneje in komercialno uspeneje, saj zagotavljajo redno in
visoko kakovostno alternativo cestnemu prevozu. Hkrati omogoajo pomemben prehod
tovornega prometa s preobremenjenih cest na kopensko pomorske poti. Z uresniitvijo
takih poti bo omogoena sprememba osnovne strukture evropskega prometnega sistema, kar
s bi naj zgodilo v nekaj letih.

2. POMORSKE AVTOCESTE
Pomorsko avtocesto lahko neposredno primerjamo s plovno potjo in ji na tej osnovi
doloimo ustrezno mesto in znailnosti v pomorskem prometnem sistemu.
317

Sredozemsko morje je
znano kot najveje mednarodno
pomorsko prometno obmoje z
vozlii in koridorji svetovnega
pomena.
Zaradi
Suekega
prekopa in blinjice, ki jo ta
prekop omogoa med Indijskim
in Atlantskim oceanom, ponuja
Sredozemlje in e posebej
vzhodno Sredozemlje veliko
tevilo
novih
pomorskih
povezav in storitev.

Obstoj pristani in
intermodalnih
povezav
Slika 1: Pomorske avtoceste po Evropi(vir:
svetovnega pomena v regiji z
http://www.eurocean.org/)
visokimi razvojnimi monostmi
ponuja pomembno razvojno
prilonost
za
vzpostavitev
pomorskih avtocest.
Evropska komisija je predlagala koncept pomorskih avtocest leta 2001 v Beli knjigi.
Pomorske avtoceste se navezujejo na razvoj kljunih pomorskih smeri med dravami
lanicami EU ter kadar je to mogoe, tudi na drave nelanice, na katere te mejijo. Zagotavljajo
visoko kakovost rednih storitev in povezavo z drugimi naini prevoza. Namen koncepta
pomorskih avtocest je uvajanje novih intermodalnih logistinih verig s pristanii v njihovem
srediu, ki naj bi omogoile strukturne spremembe pri prometni ureditvi v naslednjih letih.
Te verige bodo tako izboljale dostopnost trgov po vsej Evropi in razbremenile
preobremenjen evropski cestni sistem.
V decembru 2009 je bila konana tudija o pomorskih avtocestah v vzhodnem
Sredozemlju, pri kateri so poleg Slovenije sodelovali e Italija, Grija, Malta in Ciper, pozneje
pa sta se pridruili e Romunija in Bolgarija. Po oceni obstojeega stanja glede intermodalnih
pomorskih prometnih in logistinih procesov na vzhodu sredozemskem obmoju, so bili v
tudiji zajeti mogoi tokovi pomorskih avtocest v vzhodnem Sredozemlju, opredelitev
koridorjev na podlagi ugotovitev oz.analiz kritinih parametrov ter ovir pri izvedbi pomorskih
avtocest.tudija je pokazala glavne parametre za razvoj pomorskih avtocest v vzhodnem
Sredozemlju in vkljuuje:
mogoe vzhodno sredozemske koridorje pomorskih avtocest doloa, katere
pomorske avtoceste v regiji imajo prednost pri vzpostavitvi in izvajanju, ureja operativne
cilje za poveanje privlanosti pomorskih avtocest in ugotavlja razlike pri infrastrukturi za
dosego operativnih ciljev;
finanna vlaganja in akcijski nart opredeljuje potrebna vlaganja in predstavlja
alternativne metode financiranja;
318

politine pobude ugotavlja, kako odpraviti ovire pri izvajanju in iritvi vzhodno
sredozemskih pomorskih avtocest.

Z analizo je bilo opredeljenih devet mogoih koridorjev, ki so bili izbrani glede na predloge
zasebnega sektorja, ter doloene nove alternativne povezave, ki so zadostile pogojem
povpraevanja trga in kritine mase pretovora.

Tabela 1: Prednosti, slabosti, prilonosti in pomanjkljivosti pomorskih avtocest

Prednosti pomorskih avtocest:

predhodne izkunje,
ugodna zemljepisna lega,
uinkovita cestna infrastruktura,
obstojee sodelovanje z ladjarji,
uporaba
sodobnih
informacijskih
sistemov,
dobra organiziranost in povezanost
pristanikega sistema,
prehod na brezpapirno poslovanje.

Prilonosti, ki se bodo mogoe

odprle z virtualnimi avtocestami:
obvladovanje pomorskih avtocest vzdol
X. prometnega koridorja,
okrepljeno sodelovanje s trgi ter
pridobivanje novih poslov,
gospodarski uinki in multiplikativni
vplivi,
uvajanje novega pristopa prevoz
prikolic brez voznikov,
razvoj pristania,
rpanje evropskih sredstev.
Vir: lasten

Slabosti pomorskih avtocest:

zaledna povezava koprskega pristania s
samo enim tirom,
upravni postopki,
pomanjkljiva infrastruktura,
pomanjkanje izkuenj z vejimi projekti,
vpraljiva prilagodljivost celotnega
pristanikega sistema novim trnim
razmeram.

Morebitne nevarnosti virtualnih

avtocest:
povean obseg prometa tovornih vozil na
cestnem omreju,
drage ladijske voznine,
dolgotrajnost procesa poenostavljanja
upravnih postopkov,
visoka odvisnost od podpore IT,
ozka
grla
zaradi
neustrezne
infrastrukture,
premajhna prepoznavnost prometne poti
preko Kopra.

3. OPREDELJENI POMEMBNI KORIDORJI

EU je e pred desetletjem opredelila tiri najpomembneja podroja razvoja pomorskih
avtocest, in sicer:
Pomorske avtoceste Baltskega morja,
Pomorske avtoceste zahodne Evrope,
Pomorske avtoceste jugovzhodne Evrope,
Pomorske avtoceste jugozahodne Evrope.
Pomorske avtoceste so se zelo dobro razvile na podroju Baltskega morja. Izvedene so
pomembneje investicije v pristania in uinkovito se sofinancira delovanje pomorskih
319

povezav med skandinavskimi dravami in dravami Baltika ter Nemije in Poljske. Pomorske
avtoceste so vpeljali tudi v Mediteranu in danes predstavljajo kljuno povezavo sredozemskih
drav Evrope z dravami severne Afrike. Pomembno vlogo so odigrala italijanska pristania
in ladjar Grimaldi Group. Na zahodu Evrope se spodbuja organizacijo pomorskih avtocest med
panijo in Portugalsko ter severnoevropskimi dravami na Atlantiku. Za razvoj pomorskih
avtocest v Jadranu je najpomembneji razvoj podroja JV Evrope, kjer imata pomembno vlogo
Grija in Italija.
4. POMEN POMORSKIH AVTOCEST ZA LUKO KOPER
Zaradi svoje ugodne geografske lege je Slovenija e stoletja kriie pomembnih kopenskih
poti med vzhodom in zahodom, severom in jugom. Z edinim pristaniem, Luko Koper, ponuja
tudi najkrajo povezavo med Sredozemljem, Blinjim Vzhodom in dravami Daljnega Vzhoda.
Luka Koper je mnogo blija azijskim trgom od Hamburga, Bremenhavna, Antwerpna,
Rotterdama in drugih severno-evropskih pristani. Njena osrednja lokacija predstavlja
kljuni del v sestavljanki prihodnjega TEN-T omreja.
Koprsko pristanie, ki je edino stiie pomorskih in kopenskih prometnih poti v RS, je v
osrju srednje Evrope ob V. in X. vseevropskem prometnem koridorju. Prek pristania
potekajo pomembni mednarodni trgovski tokovi med tem delom Evrope in ezmorskimi
deelami.Redne ladijske povezave iz Kopra, ki jih vzdrujejo najveji svetovni ladjarji, so
usmerjene na vse kontinente.V primerjavi s severnoevropskimi pristanii je ladijska pot iz
Kopra do Sredozemlja in drav, ki leijo naprej od Sueza, kraja za ve kot 2.000 navtinih
milj.
Koprsko pristanie je vkljueno v sredozemski koridor, ki ga povezuje z madarskim trgom
in naprej proti vzhodu, ni pa zadostno vkljueno v jadransko-baltski koridor, kar bi ga
povezalo s kljunimi trgi - Avstrijo, Slovako in eko, na katerih si v prihodnje obeta najvejo
rast. Veliko konkurenco nam pri tem predstavlja italijansko pristanie Trst, ki ga zanimajo
podobni trgi kot Koper (vir: http://www.siol.net/novice/gospodarstvo/).
Z vzpostavitvijo pomorskih avtocest bo novo razvojno prilonost dobilo tudi Koprsko
pristanie, vendar le e bo primerno povezano z evropsko prometno infrastrukturo.
Odloilna pri tem bo pravoasna gradnja drugega eleznikega tira Koper Divaa.
5. RAZVOJ V JADRANU
Za slovenski prometni sektor so in bodo kljunega pomena povezave, ki bodo vkljuevale
servise v severnem Jadranu. Najpomembneja bodo pristania Ravena, Benetke, Trbi,
Trst, Koper in Reka. Pri izbiri rotacije ladij bo kljunega pomena obstojei blagovni tok,
obstojea pristanika infrastruktura in zaledna povezava z eleznico. Vsi sistemi se sreujejo s
pomanjkanjem sredstev za potrebne investicije v infrastrukturo, ki bo morala sloneti na
razvoju in uporabi inteligentne infrastrukture. Poleg tega bo potrebno zagotoviti
pravoasnost informacij ter uinkovito izmenjavo le-teh v celotni logistini verigi. Pod
okriljem Evropske komisije so bile izdelane razline tudije razvoja pomorskih avtocest. S
320

sofinanciranjem komisije DG TREN je izdelana tudija analize pomorskih avtocest vzhodnega

Mediterana, ki izpostavlja pomembnost grkih pristani pri povezovanju pristani Jadrana s
pristanii severne Afrike in Blinjega vzhoda. tudija predlaga devet koridorjev. Med temi je
pet koridorjev, ki povezujejo pristania severnega Jadrana. Za Slovenijo je pomembno, da je
Koper kot zaetno kona toka vkljuen v tri koridorje:
Igoumenitsa Koper, ki je opredeljen kot alternativa sedanjemu cestnemu transportu
med Grijo in srednjo Evropo in poteka po X. vseevropskem transportnem koridorju.
Izpostavljen je tovorni promet iz Madarske, Avstrije, june Nemije in severne Italije za
Grijo in pristania Blinjega vzhoda oz. vzhodnega Mediterana. Pomemben je tudi
blagovni tok v obratni smeri, ki bi bil servisiran z redno tedensko RO-RO linijo. Danes
podobno linijo e servisira grki ladjar za prevoze avtomobilov, predvsem iz Nemije za
Grijo in ostale regije.

Igoumenitsa Ancona Koper, kivkljuuje e osrednjo Italijo, s pristaniem v Anconi.

Regija osrednje Italije je pomembna zaradi tradicionalnega poslovnega sodelovanja med
Italijo in dravami Balkana. V preteklosti je zelo dobro delovala trajektna povezava za
Ploe, od koder se je povezovalo tria vse do Beograda. Izsledki tudije predvidevajo
pomembno gospodarsko sodelovanje, kar naj bi vplivalo na povean blagovni pretok do
leta 2020.

Benetke Koper Ploe, kjer bi zredno RO-RO linijo vzpostavili transportno povezavo na
vzhodni Balkan severna Italija, ki bi bila dobra alternativa cestnemu transportu. Pri tem
koridorju pa gre za relativno kratko razdaljo po kopnem, kar predstavlja velik izziv
pristaniem in vsem operaterjem po uinkovitem delovanju celotnega servisa s
kombinacijo transporta po morju (vir: http://www.etransport.si/).

6. OVIRE PRI RAZVOJU

Predlagani koridorji pomorskih avtocest so zelo odvisni od velikega tevila dejavnikov, ki niso
povezani zgolj s prometno infrastrukturo ali suprastrukturo. Ker je regija v gospodarskem in
investicijskem kru, je malo monosti za hiter in dinamien razvoj alernativnih prometnih
konceptov. Za razvoj pomorskih avtocest ima namre izredno pomembno vlogo regionalna
ekonomija oz. razvoj gospodarstva, blagovna izmenjava znotraj evropskega gospodarstva in
spodbujanje ter ozaveenost vseh sodelujoih v logistinih verigah na uporabo alternativnih
transportnih poti. Nedvomno bo teko izdelati ustrezno alternativo trenutno fleksibilnemu in
e vedno cenovno ugodnemu cestnemu transportu.

321

Poleg tega bi se morali koridorji

navezovati na dalje pomorske razdalje, da se
dosee prednosti pomorskih prevozov. Relativno
kratke pomorske razdalje predstavljajo draji
celotni transportni proces, saj se podvajajo
manipulacije transportnih sredstev in pri tem
nastajajo monosti pokodb ter zamud.
Pomemben element je vsekakor poenostavitev
procesov prehoda tovora oziroma transportnih
sredstev med naini transporta. Skrajati je treba
procese postankov v pristaniih in kopenskih
terminalih. Ti procesi morajo biti podprti z
elektronsko informacijo o transportnem sredstvu
in tovoru. Vse navedene elemente je teje izpolniti
Slika 2: Pomorske avtoceste po
v regiji z veliko nacionalnih mej, razlikami v
Evropi (vir:
gospodarskem razvoju in prioritetnimi nalogami
http://www.geoconnexion.com/)
gospodarstev.
Spontano se poraja vpraanje, ali regija Balkana premore energijo in sredstva za taken
razvoj.
7. VIRTUALNE POMORSKE AVTOCESTE
Komunikacijska tehnologija je v pomorstvu kljunega pomena. Omogoa namrekomunikacijo
med vejim tevilom ladij ter med kopnim in ladjo. Brez te tehnologije bisporoila, vezana na
prihod ladje v pristanie, na varnost plovbe, kot tudi na potrebo poreevanju in druga
varnostna obvestila, dosegala naslovnike z velikim asovnim zamikom.Zgoen ladijski
promet predstavlja neposredno nevarnost in eno izmed ovir tako za plovboladij kot za okolje.
Virtualna pomorska avtocesta je inovativen sistem uporabe pomorskeinformacije in
doloene informacijske infrastrukture, ki omogoa vejo kakovost pomorske
storitve.Predstavlja informacijsko mreo, ki omogoa pomorakom indrugim
zainteresiranim laji dostop do elenih podatkov in informacij v realnem asu inprostoru. S
tem se izbolja delovna uinkovitost ladje in posadke, pomoraki pa so bolje osveeni o
dejanski situaciji plovbe na morju.
Raunalniki sistem shranjuje v svojem spominu vse podatke o neki ladji, njeni plovni poti, o
vremenu in o teavah pri navigaciji. Ti podatki pa se lahko uporabijo za analizo
morebitnihpomorskih nesre in za izobraevanje bodoega strokovnega osebja s pomojo
simulacijrealnih primerov. Simulacija prihodnjih dogajanj predstavlja prednost na podroju
varnosti plovbe in kontrole prometa. Iz najav prihoda ladij, podatkov o ladjah vpristaniu, na
privezu, sidriu ter iz meteorolokih, oceanografskih in drugih podatkovlahko izdelamo
model, s katerim vnaprej simuliramo potek dogodkov. To omogoaidentifikacijo morebitne
teave in njeno reevanje, e preden ta dejansko nastane.

322

Globalna pomorska avtocesta je infrastruktura pomorskih informacij, kipodpira varovanje,

izboljave in uinkovito uporabo svetovnih morskih poti in je dostopnavsem skupnostim,
razirjena po vsem svetu, samoumevna in za njene uporabnike neodvisna.

Slika 3: Globalne pomorske in notranje poti s kritinimi mesti (vir: irkovi, 2006)

8. PROJEKTMARINETRAFFIC
Spletna stran Marinetraffic nudi informacije oaktualnihgeografskihpoloajihladij, kot tudi
druge s tem povezaneinformacije, na primer podrobnosti ladij,njihov namembni
kraj,predvideni
asprihoda,
fotografije,
statistikoprometnihpristani,
vremenskih
pogojev,zanimive toke, itd.
Spletna stranje delprojekta akademskeskupnosti.Posveena je zbiranjuin prikazovanju
podatkov, ki se izkoriajov raziskovalnihpodrojih, kot so:
tudija morskih telekomunikacij v zvezi s parametri uinkovitosti;
premikov
plovil,
za
vejo
varnost
plovbe
in
Simulacija
obvladovanjekritinihdogodkov;
Interaktivni informacijski sistemi;
Oblikovanje zbirk podatkov v realnem asu;
Statistina obdelava prometa pristani;
Oblikovanje modelov izvoraonesnaevanja;
Oblikovanje uinkovitih algoritmov za vrednotenjemorske poti in za
doloitevpredvidenih asov prihodov ladij;
Primerjalna analiza zbranih podatkov z vremenskimi podatki;
Sodelovanje z intituti, posveenimivarstvu okolja.
Zagotavljabrezplaneinformacije v realnem asuza javnost,opremikih ladijin pristaniih.
Sistem temelji na Automatskem identifikacijskem sistemuAIS (Automatic Identification
System) za spremljanje plovil in pomorskega prometa. Oddecembra 2004, Mednarodna
pomorska organizacija (IMO) zahteva, da vseplovila, dalja od299GT, med sebojpovezuje
transponder AISna krovu,kiprenaasvojpoloaj,hitrost in smerter tudi drugestatine
informacije,kot so imeplovila, dimenzije in podrobnostiplovbe.Sistem omogoa izmenjavo
informacij med plovili in lukami. Sistem pa je dostopen tudi drugim uporabnikom interneta in
spletne strani Marinetraffic.
323

Sporoilovsebuje
naslednjetri osnovnetipe:
1. Dinamine informacije:
poloaj plovila, hitrost,
trenutnistatus,potekuinhitros
ti obraanja
2. Statine informacije,kot
soimeplovila, zastava, vrsta
plovila, dimenzije
3. Potovalne informacije, kot je
destinacija, namembni kraj,
predhodne destinacije itd.
(vir:
www.marinetraffic.com/).

Slika 4: Spremljanje plovil na spletni strani

Marinetraffic (vir: http://www.marinetraffic.com/)

9. KAKO PRIBLIATI POMEN POMORSKIH AVTOCEST DIJAKOM?

V 3. letniku programa Logistini tehnik pri modulu Logistika tovornih tokov obravnavamo
tudi pomen pomorskih avtocest. V okviru praktinega pouka z dijaki izvajamo vajo na to temo,
in sicer na podlagi spletne strani Marinetraffic (Morski promet)
(http://www.marinetraffic.com/ais/).
Dijaki odprejo spletne strani in spremljajo pomorski promet ter izpolnijo delovne liste, ki jih
dobijo.

324

VAJE LOGISTIKA TOVORNIH TOKOV - 3. letnik

POMORSKEGA PROMETA

SPREMLJANJE LADIJ IN

Pojdi na spletno stran marinetraffic!

(http://www.marinetraffic.com/ais/showallphotos.aspx?imo=9251626#top_photo)
1. Katere vrste plovil lahko spremljamo na satelitskih posnetkih in s kaknimi barvami so
prikazana?
2. Poii Jadransko morje in najdi vsaj tri ladje, ki plujejo proti Luki Koper!
Ladjar:

Ladja pluje Tip ladje:

pod zastavo
drave:

Dolina,
Kraji, kjer je ladja e plula oz.
irina
in kje se je nahajala v
ugrez ladje: preteklosti:

3. Poii po svetovnih morjih nekaj ladij ladjarja Maersk in izpolni tabelo:

Ime ladje:

Morje, kjer se
nahaja ladja:

trenutno Smer
plutja:

Dolina, irina in ugrez

ladje:

4. Natej e nekaj ostalih ladjarjev in navedi pod zastavami katerih drav plujejo!

5. Poii Panamski prekop in najdi ladjo, ki pravkar pluje skozenj!

325

Ladjar:

Ladja
pluje Tip ladje:
pod zastavo
drave:

Dolina,
Kraji, kjer je ladja e plula oz.
irina
in kje se je nahajala v
ugrez ladje: preteklosti:

6. Poii Sueki prekop in najdi ladjo, ki pravkar pluje skozenj!

Ladjar:

Ladja
pluje Tip ladje:
pod zastavo
drave:

Dolina,
Kraji, kjer je ladja e plula oz.
irina
in kje se je nahajala v
ugrez ladje: preteklosti:

7. Po svetovnih morjih in oceanih izberi nekaj razlinih tipov ladij in izpolni tabelo!
Morje,
Ladjar:
ocean, kjer
se trenutno
nahaja:

Ladja
pluje pod
zastavo
drave:

Tovorna ladja

Kontejnerska
ladja

Potnika
ladja

Tanker

Jahta

Ribika ladja

326

Dolina,
Kraji, kjer je ladja
irina in e plula oz. kje se
ugrez
je
nahajala
v
ladje:
preteklosti:

vlailec

10. ZAKLJUEK
Evropska skupnost si je postavila visoke cilje pri prehodu tovornega in potnikega prometa s
kopenskih prometnic na alternativne naine transporta. Predvsem skua spodbujati
pomorske povezave med dravami Evrope. To veliko laje uspeva pri masovnih tekoih in
razsutih tovorih. Veliko ve izzivov predstavlja transport polizdelkov ali konnih izdelkov, ki
se ga lahko uinkovito prevaa s tovornjaki ali zabojniki. e poseben izziv pa predstavlja
mobilnost potnikov. Delovanje oskrbnih verig, ki potekajo po kopnem, je e teje preusmeriti
na uporabo pomorskega transporta.
Poleg preusmeritve blagovnih in potnikih tokov na pomorske poti, pa se z razvojem
pomorskih avtocest uvajajo tudi viji standardi varnosti in produktivnosti v evropskem
prometnem sektorju. Za doseganje taknega napredka je nujna posodobitev pristanike
infrastrukture na morju in tudi plovnih rekah. To je predpogoj za vzpostavljanje rednih
pomorskih linij, ki bi se lahko uinkovito navezovale na zaledne kopenske povezave,
predvsem uporaba eleznic, ki je uinkoviteja na daljih razdaljah. Kljunega pomena pri
vsem tem, glede varnosti in kakovosti storitev v pomorskem prometu pa je prav informacijska
tehnologija in komunikacijska v pomorstvu.

11. LITERATURA IN VIRI

1. irkovi, E. (2006) Organizacijska in ekonomska uinkovitost virtualne pomorske
avtoceste na Jadranu, Diplomska naloga, Univerza v Ljubljani, Fakulteta za pomorstvo in
promet, Portoro.
2. Geri, T. (2010) Logistina infrastruktura, interno gradivo za dijake srednjega strokovnega
programa logistini tehnik, za modul Logistika tovornih tokov, Ekonomska ola, Murska
Sobota.
3. Spletna stran Ministrstva za infrastrukturo in prostor RS
URL =
http://www.up.gov.si/pageunloads/
4. Spletna stran Novice URL = http://www.siol.net/novice/gospodarstvo/
5. Spletna stran Transport URL = http://www.etransport.si/vsebina/ogled/549
6. Spletna stran Marinetraffic. URL = http://www.marinetraffic.com/ais/faq.aspx?level1=160

327

EKONOMSKA OLA MURSKA SOBOTA

SREDNJA OLA IN GIMNAZIJA
NORINSKA ULICA 13, 9000 MURSKA SOBOTA
TJAA GERI, univ. dipl. in. iv. tehn.
mag. in. Log.

THE IMPORTANCE OFMOTORWAYS OF THE SEAFORSEAFREIGHT

ABSTRACT
TheEuropean maritimesystem hasinrecent yearsexperienceda radicalchange, since
theproblemshowedsaturationoverland routesof trade flows. There wasa need to createhighquality maritimelinks, and for this reason the concept ofMotorways of the Seawas established.
The article discusses theprocess of implementingthis concept, becausethe Mediterranean Sea
isa veryimportantareaofmaritime transporthubsandcorridorsof global importance. We have
demonstratedthe strengths, weaknesses andopportunitiesofmotorwaysand indicatedthe
importantEuropeanmaritimecorridors. We also emphasized the importance ofmotorways
forthePort of Koper, thepotentials for developmentin theAdriatic, potential obstacles and
theimportance
of
usinginformation
technologyin
shipping,whichallowsgood
communicationbetween land and sea. We presentedtheprojectand demonstratedthe
possibility ofMarineTrafficpractical application ofconceptsin the classroom.
Key words: sea traffic, marinehighways,corridors, LukaKoper, Adriatic

1. INTRODUCTION
Thecommunityseeks topromote themaritime linksbetween thecountriesof Europe. Tendency
ofthe
systematic
use
ofthe
maritime
linkswithin
the
EUisgrowing,
so
obtainedmotorwaysdevelopment program(Motorways of the Sea-MOS) is a very
importantweightin theEuropean transport policy. The concept ofmotorways of
theestablishment ofanew, integrated, intermodallogisticschain links, whichis thebasisof high
qualitymaritime connection. Thisconnects theselectedportsat strategic pointsalong
theEuropean coast. Thesechainlinks arepermanentandcommerciallysuccessful, they
provideregularandhigh-qualityalternative to roadtransport. They also makea majorshiftof
freight traffic fromcongested roads tothe land-sea routes. By implementingtheserouteswill
beable tochangethe basicstructure of the Europeantransport system, which is supposed
tohappenina few years.

328

2. MOTORWAYS OF THE SEA

Motorway of the Seacanbe
compareddirectlyto a waterway,
and on this basisitis determinedan
appropriate location
andcharacteristicsof the
maritimetransport system.
The Mediterranean Sea is known as
the largest international maritime
transport area nodes and the
corridors of global importance.
Because of the Suez Canal and
shortcuts, which it allows the Canal
between the Indian and Atlantic
Ocean, offers Mediterranean and
Eastern Mediterranean, especially a
large number of new maritime links
and services.

Figure 1: Motorways of the seain

Europe(source:http://www.eurocean.org/)

The existence of ports and

intermodal connections worldwide
interest in the region with high
development potential offers an
important opportunity for
development of MoS.
The European Commission has proposed the concept of motorways of the 2001 White Paper.
Motorways of the Sea relating to the development of key marine and forth between the EU
Member States and, where possible, also to non-members, in which the border. Provide high
quality service and regular link with other transport modes. The purpose of the concept of
Motorways of the introduction of new intermodal logistics chains with ports in their heart,
which should enable structural changes to traffic arrangements in the coming years. These
chains will also improve access to markets across Europe and relieve the overloaded road
system.
In December 2009,was completedstudy of theMotorways of the Seain the eastern
Mediterranean, in whichalsoparticipatedinSlovenia, Italy, Greece, MaltaandCyprus, and later
werejoined byRomaniaandBulgaria. Afterassessingthe existing stateofintermodal maritime
transportandlogistics processesin the East-Mediterranean region, wereincludedin the study
ofthe possibleflows ofmotorwaysin the eastern Mediterranean, the definition ofthe
corridorsoron thebasis of the findings. analysisof critical parametersandconstraintsin
implementing themotorways. The study showedthe main parametersfor the development
ofmotorwaysin the eastern Mediterraneanandincludes:
beEast-Mediterraneancorridorsmotorways-specifies themotorwaysin the regionhave priority
in theestablishment and operationare governed byoperational goalsto increase
329

theattractiveness ofmotorwaysandnotesthe differencesin infrastructureto achieveoperational

objectives;
financial investments andAction Plan- sets outthe necessary investmentandrepresentsan
alternative methodof financing;
Policy initiatives-Notesto overcome the obstaclesin the implementationandexpansion ofEastMediterraneanMotorways of the Sea.
The analysishasbeen identifiedninepotentialcorridorswereselected basedon proposals
fromthe private sector, andseta newalternativelinks that areprovidedto satisfymarket
demandandcritical massthroughput.
Table1: Strengths, weaknesses, opportunitiesandweaknessesMotorways
Benefits ofmotorways:
Disadvantages ofmotorways:
previous experience,
back-link port of Koperwith only
onetrack,
favorablegeographical location,
administrative procedures,
an efficientroad infrastructure,
lack ofinfrastructure,
collaborationwithexistingowners,
lack of experiencewith major projects,
use of moderninformation systems,
good organizationandintegrationof the questionedthe flexibility ofthe entire
portsystem ofthe new market
port system,
conditions.
transition to apaperless operation.
Opportunitieswillbeopened upby
Potential hazardsof virtualhighways:
virtualhighways:
ControlmotorwaysalongX.transport
increased volume of transporttruckson
corridor,
theroad network,
enhanced cooperationwith the
expensiveseafreight,
marketsandgetting new business,
lengthyprocessof simplifying
economic impactandmultipliereffects,
administrative procedures,
introducing anew approach highdependence onIT support,
transporttrailerswithout drivers
bottlenecksdue toinadequate
Developmentof the port,
infrastructure,
EU funds.
Lack ofvisibility of thetraffic
routesthroughKoper.
Source: own

3. DEFINEDKEY CORRIDORS
The EU is already a decade ago identified four main areas of development of motorways of
the sea, namely:
Motorways of the Baltic Sea,
Motorways of the Sea of western Europe,
Motorways of Southeast Europe,
Motorways of the south-western Europe.
Motorways are very well developed in the Baltic Sea. There have major investments in ports
and the effective co-operation of maritime links between the Nordic and Baltic countries,
Germany and Poland. Motorways were introduced in the Mediterranean and now represent a
key link of the Mediterranean countries of Europe with the countries of North Africa. An
important role was played by the Italian port and shipping company Grimaldi Group. To the
330

west of Europe to promote the organization of motorways between Spain and Portugal, and
northern countries in the Atlantic. For the development of motorways of the Adriatic, the
most important development of the South-Eastern Europe, where they play an important role
in Greece and Italy.

4. THE IMPORTANCE OF SEAPORT OF KOPERMOTORWAY

Due to its favorable geographical position, Slovenia has for centuries a crossroads of important
land route between East and West, North and South. With the only port Luka Koper, also offers
the shortest link between the Mediterranean, the Middle East and the Far East. Luka Koper is
much closer to the Asian market from Hamburg, Bremenhavna, Antwerp, Rotterdam and other
northern European ports. Its central location is a key piece of the puzzle of the future TEN-T
network.
The Port of Koper, which is the only hub of maritime and land transport routes in the RS is at the
heart of Central Europe at the V and X. trans-European transport corridor. Through harbor
important ongoing international trade flows between this part of Europe and overseas. Regular
shipping connections from Koper, maintained by the world's largest cruise lines, they focus on all
continents. Compared to the northern ports of the ship's route from Koper to the Mediterranean
and the countries lying on the Suez, the shorter the more than 2,000 nautical miles.
The Port of Koper is included in the Mediterranean Corridor, which connects with the Hungarian
market and further east, but not sufficiently involved in the Baltic-Adriatic corridor, which would
be linked to key markets - Austria, Slovakia and the Czech Republic, where you continue to
promise the greatest growth. Many of us in this competition represents the Italian port of
Trieste, which he is interested in similar markets as Koper (source:
http://www.siol.net/novice/gospodarstvo/)
The establishment of motorways of the new development opportunity also receive port of Koper,
but only if properly linked to the European transport infrastructure. This is critical in the timely
construction of the railway track Koper - Divaa. Slovenia is not until next year in Brussels has
sent an application for European funding for the construction of the second track, but only in the
following perspective (2014-2020). The money would be in place to track the other country is
now trying to obtain better to invest in the energy industry. Start of construction is also
increasingly moving away. While the Austrians build two railway tunnel (Semmering and
Koralm), which will launch early next decade through Graz pontebskega corridor finally
connected with Italy, which will greatly increase the attraction of some of its ports, Slovenia in
the design of "veins odvodnice" Luka Koper is running out of room (source:
http://www.rtvslo.si/gospodarstvo/).

5. DEVELOPMENT IN THEADRIATIC
The Slovenian transport sector are and will be key links that will include stations in the northern
Adriatic. The most important ports will Ravenna, Venice, Tarvisio, Trieste, Koper and Rijeka.
When choosing a rotation of ships will be the key existing trade flows, the existing port
infrastructure and back-link rail. All systems are faced with a lack of funds for necessary
investments in infrastructure, which will be based on the development and use of "intelligent
infrastructure". In addition, it will be necessary to ensure timely and effective information
exchange them throughout the supply chain. Under the auspices of the European Commission
have been made various studies of development motorways. The Commission's DG TREN codesigned study analyzes Motorways of the eastern Mediterranean, which highlights the
331

importance of Greek ports in the Adriatic ports connecting the ports of North Africa and the
Middle East. The study proposes nine corridors. Among these five corridors that connect the
northern Adriatic port. It is important for the Koper as the start - end point included in the three
corridors:
Igoumenitsa - Koper, which is defined as an alternative to the current road transport
between Greece and Central Europe and passes through X. trans-European transport
corridor. The focus is on freight transport from Hungary, Austria, southern Germany and
northern Italy to Greece and the Middle East or the port. Eastern Mediterranean. Also
important is the flow of goods in the opposite direction, which would be serviced by a
regular weekly ro-ro line. Today, a similar line of already serviced Greek shipping
company for shipping cars, mainly from Germany to Greece and other regions.
Igoumenitsa - Ancona - Koper, which includes central Italy, with the port of Ancona.
Region of central Italy, is important for traditional business cooperation between Italy and
the Balkans. In the past, has worked very well for the ferry line Ploce, from where the
market is all linked to Belgrade. Results of this study provide important economic
cooperation, which should result in an increased flow of goods in 2020.
Venice - Koper - Ploce, where the regular ro-ro shipping line to establish a connection to
the eastern Balkans - Northern Italy, which would be a good alternative to road transport.
In this corridor, it is a relatively short distance by land, poses a great challenge to all ports
and operators for the effective functioning of the service with a combination of transport
by sea (source: http://www.etransport.si/).

6. IMPEDIMENTS TO DEVELOPING
The proposedcorridorsmotorwaysare highly dependent onmanyfactors, notsimply relateto
transport infrastructure. Since theregionin economicandinvestmentcrunch, there is
littlechance of rapidanddynamic developmentalternative transport concepts. For the
development ofmotorways of the seahas averyimportant roleregionaleconomyor.
development of economy, tradeexchanges within theEuropean economyandthe
promotionandawarenessof all participantsin the logistics chainin theuse of
alternativetransportation routes.Undoubtedlywill bedifficult to producea viable alternativeat
presentis stillflexibleandaffordableroadtransport.
In addition,we shouldrefer to
thelongcorridorsof maritimedistanceto
achievethe benefits ofshipping.
Relativelyshort-distance
maritimetransportrepresentthe
wholeprocessmore expensivebecausethere
is duplicationof means of
transportandmanipulationoftheresultingris
k of damageanddelays. An important
element iscertainlysimplify theprocessof
transitionof cargo andconveyancesbetween
modes of transport.
Shortentheprocessstopsat portsand
inlandterminals. These processesmustbe
332

supported byelectronicinformation
oncargoandmeans oftransport. All ofthese
elementsisdifficult to meetin a
regionwithmanynational borders,
differencesin economic developmentandthe
priorities ofthe economies.

Figure 2: Motorways of the seain

Europe(source:
http://www.geoconnexion.com/)

Naturallyraises thequestion whether theBalkanregionlacksenergyandresourcesforsuch

development.

7. VIRTUAL MOTORWAYS OF THE SEA

Communications technology is vital to marine. It enables communication between a larger
number of ships and between ship and shore. Without this technology to the message, tied to
the arrival of the ship in port, the security of navigation, as well as the need for rescue and
other safety messages, recipients achieved a large time lag.
Congested vessel traffic poses an immediate threat and one of the obstacles to the operation
of ships and the environment.
Virtual Marine Highway System is an innovative marine information and use of certain
information infrastructure that enables higher quality maritime services. Represents an
information network that enables seafarers and other interested parties easier access to
desired data and information in real time and space. This improves the working efficiency of
the ship and crew and seamen are better informed of the situation of navigation at sea.
The computer system stores in its memory all the information about a vessel, its route, the
weather and the difficulty in navigation. These data can be used to analyze the potential of
marine casualties and for training future professional staff through simulations of real cases.
Simulation of future events is an advantage in the safety of navigation and traffic control.
Announcements from the arrival of the ships, information on ships in port, mooring,
anchorage, and the meteorological, oceanographic and other data to produce a model which
can simulate the scenario in advance. This allows the identification of potential problems and
solve it before it actually occurs.
Global maritime highway infrastructure is maritime information that supports the protection,
improvement and efficient use of the world's sea lanes and is accessible to all communities,
spread throughout the world, and self-evident to its users independent.

333

Figure 3: Globalmotorways of the seaandinternal routingofcritical

points(source:irkovi, 2006)

8. PROJECTMARINETRAFFIC
MarineTraffic website provides information on current geographical positions of ships, as
well as other related information such as details of ships, their destination, estimated time of
arrival, photos, statistics, port traffic, weather conditions, points of interest, etc..
Website is part of the academic community. It is dedicated to collecting and displaying data,
which are exploited in research areas such as:
Study of marine telecommunications in respect of efficacy parameters;
Simulation of vessel movements in order to contribute to the safety of navigation
and management of critical events;
Interactive Information Systems;
Creation of databases in real time;
Statistical processing of ports traffic;
Creation of models of origin of pollution;
Creation of efficient algorithms for the evaluation of maritime routes and to
determine the estimated time of arrival of ships;
Comparative analysis of the data collected by weather data;
Cooperation with institutes, dedicated to protecting the environment.
It provides freereal-time informationto the public, aboutship movementsandports. The
systemis based onAutomatskemidentification systemAIS(Automatic Identification System)
vessel monitoringandshipping. Since December 2004, the International Maritime
Organization(IMO) requires allvessels over299GT, eachAIS transponderon boardthat
transmitsits position, speed and directionas well as otherstatic information, such asvessel
name,
dimensionsanddetailsnavigation.
The
system
allows
theexchange
of
informationbetween
vesselsandports.
The
systemisaccessible
to
otherInternet
usersandwebsitesMarineTraffic.

334

Message contains the following

three basic types:

First Dynamic information,

such as the vessel's position,
speed, current status,
progress, and rate of turn.
Second Static information,
such as vessel name, flag,
vessel type, IMO number,
MMSI number, dimensions.
Third Travel information
such as destination,
destination, previous places
....
(Source:
www.marinetraffic.com/).

Figure 4: Monitoring ofvesselson the

websiteMarineTraffic(source:
http://www.marinetraffic.com/)

9. HOW TO BRINGIMPORTANCEOF MOTORWAYS OF THE SEASTUDENTS?

In the 3 year program logistics techniques in logistics module freight flows also discussed the
importance of motorways. The practical training of students performed the exercise on this
topic, based on site MarineTraffic (Marine Transport) (http://www.marinetraffic.com/ais/).
Students open a website and monitor shipping and complete the worksheet that you get.
EXERCISES-FREIGHTLOGISTICSFLOW-MONITORINGANDMARITIME TRANSPORTSHIP
Goto websiteMarineTraffic"!
(http://www.marinetraffic.com/ais/showallphotos.aspx?imo=9251626#top_photo)
1. What typesof vesselscan be tracedon satellite imageryand whatcolorsare displayed?
2. Findthe Adriatic Seaand findat leastthreeships sailingtowards theport of Koper!
The shipping
company:

The shipis
flying the flag:

Typeof ship:

Length, width
anddraft of
the vessel:

Placeswhere the shiphassailed, or.

her whereaboutsin the past:

3. Find bysome ofthe world'sseasshipMaerskshipping companyandcompletethe table:

Sea, where theship iscurrently
Length, width anddraft
Name of ship:
Directionfly:
located:
of the vessel:

335

4. Us enumerate someothershipownersandspecifywhichcountriesthe flagsflying!

5. Findthe Panama Canaland finda shipjustsailingthrough it!

The shipping The shipis
Typeof ship: Length, width
anddraft of
company:
flying the flag:
the vessel:

Placeswhere the shiphassailed, or.

her whereaboutsin the past:

6. Findthe Suez Canaland finda shipjustsailingthrough it!

The shipping The shipis
Typeof ship: Length, width
anddraft of
company:
flying the flag:
the vessel:

Placeswhere the shiphassailed, or.

her whereaboutsin the past:

7. After theworld's seasandoceans tochoosea few differenttypesof shipsand fillthe table!

Sea, ocean,
The
The shipis
Length,
Placeswhere the
where it
shipping
flying the
width
shiphassailed, or. her
anddraft of whereaboutsin the
currentlyis:
company:
flag:
the vessel:
past:
cargo ship

containership

cruise ship

Tanker
336

Yacht

fishing Boat

tractor

10. CONCLUSION
The European Communityhas set itselfambitious targetsinpassingfreight and passenger
transportbylandtransportation routesto alternativemodes of transportation.Primarilyseeks
topromote themaritime linksbetween thecountriesof Europe. This ismuch easier
togrowinbulkandliquidbulkcargoes. Manymorechallenges istransportingsemi-finished orfinished
products, which can beefficientlytransportedby trucksorcontainers. A specialchallenge isthe
mobility ofpassengers. Operation ofsupply chainsthat are onland, it isdifficultto convert tothe use
ofmaritime transport.
In addition todiversionof tradeandpassenger flowsto thesea routes, the development
ofmotorways of the seaalso introducehigher standards ofsafetyandproductivityinthe European
transport sector.To achievesuch progress,modernization ofport infrastructureat
seaandnavigableriversisurgently needed. This is a prerequisitefor theestablishment ofregular
shippinglines, which could beeffectivelylinked asback-terrestrial links, particularlyrail usage,
whichis more effectiveatlonger distances. Crucialin all this, isthe safetyandqualityof maritime
transport services,information technologyandcommunicationsfor shipping.
11. LITERATURE AND SOURCES
7. irkovi, E. (2006) Organizacijska in ekonomska uinkovitost virtualne pomorske
avtoceste na Jadranu, Diplomska naloga, Univerza v Ljubljani, Fakulteta za pomorstvo in
promet, Portoro.
8. Geri, T. (2010) Logistina infrastruktura, interno gradivo za dijake srednjega strokovnega
programa logistini tehnik, za modul Logistika tovornih tokov, Ekonomska ola, Murska
Sobota.
9. WebsiteMinistrstva
za
infrastrukturo
in
prostor
RS
URL
=
http://www.up.gov.si/pageunloads/
10. WebsiteNovice URL = http://www.siol.net/novice/gospodarstvo/
11. WebsiteTransport URL = http://www.etransport.si/vsebina/ogled/549
12. WebsiteMarinetraffic. URL = http://www.marinetraffic.com/ais/faq.aspx?level1=160

337

olski center Celje, Srednja ola za storitvene dejavnosti in logistiko Celje

Boidar ibret, prof.
mag. Roman Krajnc

MESTNE OBVOZNICE
Cestni promet se vse bolj poveuje. To pomeni, da se poveuje mobilnost prebivalcev ter
obseg blagovnih tokov. Tokovi potekajo po naelih varnosti, pretonosti, zanesljivosti,
varovanja okolja idr Upotevanje nael zahteva podporo z izbrano infrastrukturo,
suprastrukturo, tehninimi elementi vodenja tokov, usposobljenimi udeleenci idr. Mestna
okolja so za prometne tokove specifika. V mestih je promet raznolik ob tem, da je to tudi
bivalno in spalno okolje. Tako je potreben skrbni in preudarni nain prostorskega umeanja
objektov razlinih dejavnosti kakor prometne infrastrukture. V prispevku bomo obravnavali
umeanje cestne infrastrukture s ciljem, da se dosee im bolja sinergija med prebivalci
mesta in prometnimi tokovi.
1 Uvod
V Odloku o strategiji prostorskega razvoja Slovenije (OdSPRS) Ul. RS, t. 76/2004 je Slovenija
opredeljena kot je raznolika deela, kar je posledica stikanja razlinih klimatskih in
geomorfolokih znailnosti alpskega, mediteranskega in panonskega sveta ter razlinih
kulturnih vplivov v preteklosti. S svojo lego na oini med Alpami in najsevernejim zalivom
Sredozemskega morja predstavlja enega najpomembnejih evropskih prehodov iz
jugozahodne Evrope proti vzhodu. Slovenski prostor je prepoznaven po raznovrstni kulturni
krajini, stavbni in naselbinski dediini ter raznolikih in prostorsko razsenih naravnih
sistemih. Pomembni so: njena gozdnatost, vodnatost, ohranjenost vodotokov, krake
znailnosti, kraki pojavi in biotska raznovrstnost ter krajinska pestrost. Hribovita in kraka
obmoja Slovenije uvramo v obmoja z omejenimi dejavniki za kmetovanje. Veliko zemlji
se zaraa, kar povzroa spreminjanje kulturne krajine. Veina kvalitetne kmetijske zemlje je
v ravninskih predelih, kjer sta privlanost in zanimanje za poselitev najveja. Nekateri predeli
imajo zaradi svojih lastnosti in simbolne vloge e poseben nacionalni pomen.
2 Trajnostni prostorski razvoj
Po Zakonu o prostorskem nartovanju (ZPNart), Ul. RS, t. 33/2007, spremembe Ul. RS, t.
70/2008 so opredeljeni cilji prostorskega nartovanja, ki morajo omogoati skladen
prostorski razvoj z obravnavo in usklajevanjem razlinih potreb in interesov razvoja z javnimi
koristmi na podrojih varstva okolja, ohranjanja narave in kulturne dediine, varstva
naravnih virov, obrambe in varstva pred naravnimi in drugimi nesreami. Posege v prostor in
prostorske ureditve je treba nartovati tako, da se omogoa: trajnostni razvoj v prostoru,
uinkovita in gospodarna raba zemlji, kakovostne bivalne razmere, prostorsko usklajeno in
med seboj dopolnjujoo se razmestitev razlinih dejavnosti v prostoru, prenovo obstojeega,
ki ima prednost pred graditvijo novega, ohranjanje prepoznavnih znailnosti prostora,
sanacijo degradiranega prostora, varstvo okolja, naravnih virov ter ohranjanje narave,
celostno ohranjanje kulturne dediine, vkljuno z naselbinsko dediino, zagotavljanje
zdravja prebivalstva, funkcionalno oviranim osebam neoviran dostop do objektov in njihova
uporaba skladno z zakonom ter obrambo drave in varstvo pred naravnimi in drugimi
nesreami. V nadaljevanju zakon navaja naelo trajnostnega prostorskega razvoja, ko morata
drava in lokalna skupnost s prostorskim nartovanjem omogoiti kakovostno ivljenjsko
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okolje s takno rabo prostora, ki ob upotevanju dolgoronega varovanja okolja, ohranjanja

narave in trajnostne rabe naravnih dobrin in drugih virov ter celostnega ohranjanja kulturne
dediine omogoa zadovoljevanje potreb sedanje generacije ter ne ogroa zadovoljevanja
potreb prihodnjih generacij. Trajnostni prostorski razvoj se zagotavlja z usklajevanjem
razvojnih potreb z varstvenimi zahtevami v prostoru tako, da se ob upotevanju obstojeih
kakovosti naravnih, grajenih in drugae ustvarjenih sestavin prostora ter prepoznavnosti
krajine, dosega racionalna raba prostora za posamezne dejavnosti.
2.1 Vitalna in urejena mesta
Po OdSPRS se naj razvoj in urejanje mest nartuje celovito, s imer se zagotavlja vitalnost ter
kakovost bivalnega prostora. Tako se poveuje lokacijska privlanost mest, omogoa
gospodarski razvoj, skrbi za varnost in kvaliteto bivalnega in delovnega okolja ter kakovostno
dograjuje infrastrukturne sisteme. Dejavnosti bivanja, proizvodnje in potronje v mestih se
razvija skladno s prostorskimi danostmi in okoljskimi omejitvami. Mesta imajo kljuno vlogo
v priakovanih razvojnih spremembah in v procesih evropske integracije kot najpomembneji
dejavnik urbanega razvoja. Mesta se razvijajo v vitalno, lepo in urejeno okolje, ki nudi pogoje
za ekonomski in drubeni razvoj ter prispeva h kvaliteti ivljenja vseh prebivalcev. Odpravlja
se vzroke, ki vplivajo na veanje razprenosti gradnje, uniujejo fleksibilnost mest in zgradb,
povzroajo monokulturna predmestja in izolirane suburbije ter prekomerno onesnaevanje
okolja. Za razvoj je pomembno naelo polifunkcionalnosti. Za razvoj uinkovitega mesta je
pomembno zagotavljanje ustreznega razmerja v rabi zemlji in objektov, kjer je treba
stremeti k uravnoveenemu prepletu raznovrstnih funkcij in raznih dejavnosti. Za kvaliteto
ivljenja v mestih so kljunega pomena naravne sestavine in kvalitetno grajeno javno dobro,
kot so: prometne povrine, trgi, trnice, igria, parki, zelenice in podobno, zato se jih v im
veji meri vkljuuje v urbane strukture. Vodni in obvodni prostor, gozdove, naravne vrednote
in posamezne sestavine biotske raznovrstnosti se vkljuuje v zeleni sistem mesta.
2.2 Prometne povezave
Z daljinskim prometnim omrejem se povezujejo slovenska sredia mednarodnega pomena
(Ljubljano, Maribor in Koper) z Evropo in sredii nacionalnega pomena med seboj. Primerna
dostopnost in povezanost z mednarodnimi tokovi vseh obmoij se zagotavlja z razvojem
sekundarnih (prenih) prometnih povezav, ki se navezujejo na TEN evropsko infrastrukturno
omreje (TransEuropean Network), V. in X. panevropski prometni koridor ter na Jadransko
Jonsko prometno os (slika 1, 2).
Slika 1: Zasnova prometnih povezav

Slika 2: Prometna koridorja 10 in 5.

Vir: OdSPRS, op cit.

Vir: www.slo-zeleznice.si/
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Iz smeri avstrijske Koroke preko Slovenj Gradca in Velenja je v bodoe nartovan prikljuek
na avtocesto (AC) pri Celju. Nartovana nova tretja prometna os se bo nadaljevala proti
Novemu mestu in naprej proti Karlovcu oziroma navezavi na avtocesto Zagreb Reka. Z novo
razvojno prometno osjo se nartujejo povezave regionalnih sredi v Avstriji, Sloveniji,
Hrvaki ter omogoa navezovanje tovornega in osebnega cestnega prometa vseh regij na tej
osi na glavne prometne evropske smeri. Iz smeri Ljubljane se po odcepu primarne prometne
osi proti Italiji razvija vzporedna prometna smer preko Vipavske doline in Nove Gorice proti
Vidmu (Italija).
2.3 Vpliv vodenja prometnih tokov
Vodenje prometnih tokov ima pomembno vlogo za trajnostni razvoj pokrajin. Neustrezno
trasiranje prometnih povezav ima lahko za posledico degradacijo prostora mest kakor del
naselij oziroma obmoij zunaj mest. Zmanjane so lahko tehnine, prostorsko oblikovalske,
bivalne, gospodarske, socialne, kulturne in ekoloke razmere do stanja neuporabnosti. V
primeru obmoja zunaj naselja, na katerem je zaradi lovekove dejavnosti ali opustitve le-te
prilo do degradacije, je njegova sanacija nujna. Da do taknih situacij ne bi prilo, je potrebno
nameniti posebno skrb za pravilno umeanje tras novih cestnih povezav.
3. Ekoloki vidik pomena obvoznic
Promet uinkuje na okolje e v prvi fazi, ko zanemo graditi prometnico. Prostorski planerji
elijo graditi predvsem po ravninah, ne na zamovirjenih obmojih, po monosti e celo po
najboljih kmetijskih zemljiih. Zaradi cene izgradnje je pomembno najti najkrajo razdaljo.
Pri gradnji obvoznic po navadi nartujemo tam, kjer je e prosto. Zopet se dotaknemo
kmetijskih zemlji, po navadi najboljih. Umestitev ceste v pokrajino spremeni vizualni
pogled, ki mogoe na prvi pogled niti ni tako mote, ker gre samo za podaljek mesta oziroma
za urbanizacijo pokrajine. Poznan je primer avstrijskega Gradca, kjer obvoznica poteka v
tunelu pod mestom. Na ta nain ohranimo kmetijsko pokrajino, zmanjamo hrup in
onesnaevanje zraka. Vpliv umeene ceste in s tem prometnih tokov se lahko odraa tudi na
varovanje okolja. e mesto lei na prodnem obmoju in pitno vodo rpamo iz podtalnice je
potrebno nartovati oljne lovilce. Iz vozil se odlagajo prani delci gum, kapljice olj in ostale
neistoe, ki z meteornimi vodami preidejo v podtalnico. Predvidevati moramo, da se lahko
zgodijo prometne nesree, kjer lahko strupene tekoine npr. gorivo, olje itd., tudi preidejo
podtalnico. kodljivo je celo pridelovanje vrtnin in ivalske krme.
Hrup je naslednji negativni ekoloki faktor. Pri vonji skozi mesto je zaradi tevilnih krii
prometna hitrost relativno nizka. Pri vsakem speljevanju se povea hrup. Pri vonji po mestni
obvoznici je prometna hitrost obiajno konstantna in daljo pot premagamo v krajem asu. S
tem se zmanja tudi koliina hrupa. Po Pravilniku o projektiranju cest (Ul. RS t. 91/2005,
spremembe 26/2006) se morajo glede na mejno vrednost hrupa izvesti ukrepi za protihrupno
zaito. Protihrupne ograje e dodatno vizualno motijo podobo mesta. Zmanjujejo turistini
potencial. Obiskovalce mesta na prvi pogled protihrupne ograje zamaskirajo podobo mesta,
jih ne privabijo, da bi se v tem mestu ustavili. Delno lahko ta problem reimo s turistinimi
tablami.
Seveda imajo mestne obvoznice tudi ve ekolokih prednosti, ki odtehtajo negativne stvari.
Navedimo nekatere:
a) zmanjanje gnee na obstojeih cestah. Obstojee ceste so namenjene izkljuno
uporabnikom, ki so namenjeni v mesto. Tranzitni promet se preusmeri na mestne obvoznice.
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Dunaj je znan po cestnih obroih ali ringih (nem. Ring). Tako lahko pri velikih mestih
obvoznice olajajo dostop do posameznih delov mesta, saj lahko v mesto dostopamo iz
razlinih smeri;
b) zmanjanje prometnih nesre. Vsi si elimo potovati z minimalnim asom. Zastoji na cestah
povzroajo nestrpnost pri voznikih, kar privede do nezbranosti pri voznikih in s tem do
povzroitve prometnih nesre. Ekoloko gledano pomenijo prometne nesree dodatno
obremenjevanje okolja. Unien avto pomeni dodatno obremenitev za okolje, v kolikor se ne
reciklira. Uniene gume, plastika, razlito gorivo lahko samo dodatno obremenjujejo okolje;
c) hitreji dostop do konnega cilja. Po navadi predstavljajo obvoznice daljo pot, ki jo pa
premagamo v krajem asu. V mestni logistiki je pomembno, da blago dostavimo v im
krajem asu ob ustreznih strokih. Dokazano je, da je po mestni vonji poraba goriva na sto
kilometrov za nekaj litrov veja kakor na obvoznicah. S tem se poveajo stroki podjetja in
posledino zmanja dobiek podjetja oz. prevoznika;
d) zmanjanje emisij CO2. Vpliv na onesnaevalca je naslednji; na ljudi pri 4% v zraku deluje
uspavalno, pri 8% koncentraciji pa smrtno, rastline ga potrebujejo za rast, prispeva k otoplitvi
podnebja. Ker gre pri obvoznicah za enakomernejo vonjo brez vekratnih speljevanj in
pospeevanj, se zmanja poraba goriva in s tem posledino tudi manj emisij CO2. To pomeni,
da manj ko je teh plinov, manj se bo ozraje segrevalo, manj bodo ljudje zbolevali;
e) zmanjanje emisij CO. Avtomobili povzroajo 90% emisij CO. CO onemogoi prenos kisika
(s krvjo) po organizmu in uinkuje smrtno. Ta plin nastaja pri nepopolnem zgorevanju goriva.
Kakne so posledice prometnih obremenitev okolja, je v veliki meri odvisno od znailnosti in
narave vsake pokrajine ter njenih samoistilnih sposobnosti. Samoistilne sposobnosti zraka
so e posebej majhne na obmoju niin in dolin.
4. Primeri nartovanja mestnih obvoznic
Na primerih mesta Celje, Bleda in entjurja poglejmo koncept umeanja mestnih obvoznic.
4.1 Celjska obvoznica
Celje lei ob V. koridorju eleznike in cestne povezave med jugozahodom in vzhodom (slika
2). Infrastruktura povezuje preko Slovenije Italijo in Avstrijo oz. Madarsko. Prav tako je Celje
sredie na prometni smeri med severom in jugom: Korokega, tajerskega in Dolenskega
obmoja. V tej smeri se nartuje izgradnja t. i. tretje razvojne osi (slika 4). Z izgradnjo
avtoceste (AC) med Ljubljano in Mariborom lahko ugotovimo, da se je vodenje V. koridorja
ustrezno reilo. Pozicija AC odseka ob neposredni bliini mesta prevzema celo manji del
prometnega toka med zahodom in vzhodom mesta.

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Slika 3: Projekcija mone celjske obvoznice

Vir: Publikacija Mesne obine Celje, 2000

Slika 4: Tretja razvojna os

Vir: www.mzip.gov.si/si/aktualno/

Torej na osnovi prometnih tokov AC odseka mimo Celja in nartovane tretje razvojne osi je
dejstvo, da Celje potrebuje mestno obvoznico za povezavo z jugom. Sedanja cestna povezava
sever jug, ki vodi skozi mesto, celo ob mestnem jedru je preobremenjena. Vse to je iz
tehnino-tehnolokega vidika cestnega prometa nesprejemljivo. Upravieno lahko
priakujemo k imprejnji izgradnji obvozne ceste. Kot za veina nartovanja projektov, je
tudi tu prisoten problem za asovni zamik izgradnje kot sta prostorska umestitev obvoznice,
varianta vzhod ali zahod (slika 3) in doloitev investitorja.
4.2 Blejska obvoznica
Mesto Bled je turistino pomembno sredie za Slovenijo. Lei v neokrnjeni naravi ob
Triglavskem narodnem parku. Kot je za turistina mesta znailno, se tudi Bled dui v
prometni gostoti. Sedanja cesta skozi mesto preve obremenjuje mestno obmoje. Tako e
dolgo asa (trideset let od prvih nartov) nartujejo izgradnjo obvozne ceste dobre tri
kilometre dolge. Investicijo june blejske obvoznice, ki znaa skoraj 30 milijonov evrov, bodo
predvidoma zaeli graditi prihodnje leto, dograjena bi bila konec leta 2015. Na podlagi
sprejetega prostorskega narta bodo na Bledu lahko zaeli postopke parcelacije in odkupov
zemlji. Trasa z enim predoroma (Vir: Bla Rai; Delo, 11. 6. 2012) se bo na Betinovem
klancu pred Bledom na kroiu odcepila in se usmerila proti jugu. Sekala bo cesti proti
Koritnem in Ribnem, med Kozarco in Strao bodo zgradili predor, nato se bo nekaj sto metrov
od Pristave prikljuila na obstojeo cesto proti Bohinjski Bistrici.
4.3 entjurska obvoznica
Izbrana trasa nartovane navezovalne ceste (slika 5 )se prine v prostoru pri prikljuku AC
Dramlje, se preko redko poseljenega obmoja spusti v dolino Kozarice, ki jo preka z 280 m
dolgim viaduktom in se nato globoko vkoplje v greben Kozarice. Nato trasa dosee dolino
Kamenskega potoka, ki je do Kamenega e relativno iroka. V nadaljevanju proti jugu, med
naseljema Kameno in Bezovje, pa se obutno zoi. Po dolini potoka je trasirana izmenino po
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vzhodnem in zahodnem obrobju, mestoma tudi v sredini doline. Pred izstopom iz doline
Kamenskega potoka se naselju Bezovje izogne s 130 m dolgim predorom. Sledi spust v iroko
dolino Slomice in Voglajne, kjer preka potok Slomico z 240 m dolgim viaduktom in se
nadaljuje z nadvozom doline 150 m, s katerim preka dvotirno elezniko progo Celje
Maribor in vodotok Voglajno. Nato se v nasipu usmeri proti jugu po ravninskem delu med
rnolico in Dolami in se nato prikljui na regionalno cesto R2-424 proti Podsredi na
jugovzhodnem robu naselja rnolica.
Trasa ne predvideva ruenja stanovanjskih stavb in gospodarskih poslopij ter se v im veji
moni meri izogiba naseljem, s imer se bistveno zmanjajo morebitni neugodni vplivi zaradi
onesnaenja zraka in obremenitev s hrupom. S poteki mimo naselij se cesta izogne tudi vsem
obmojem kulturne dediine. Trasa je v prostor umeena tako, da ne rui naravnega
ravnovesja, ohranja koridorje za gibanje ivali in s posegi na kmetijska zemljia ne vpliva
bistveno na njeno rabo, za izgubljena kmetijska zemljia pa zagotavlja nadomestna zemljia.
Suhi zadrevalnik visokih voda rnolica je nartovan z namenom zadrevanja visokih voda
Voglajne in njenih pretokov v konicah visokovodnega vala, ki poplavno ogroa entjur
(predvsem njeno industrijsko cono) in naselja dolgorono, zato bo imel ugoden vpliv tudi na
visokovodne razmere v torah in Celju. Nartovan je na vzhodni strani mesta entjur, juno od
eleznike proge med naseljem Trata in Nova vas. Za izgradnjo zadrevalnika je potrebno
zgraditi pregradne nasipe, na severu vzporedno z elezniko progo, na zahodu pa v okviru
izgradnje nasipa cestnega nadvoza navezovalne ceste. Na vzhodnem delu bo zadrevalni
bazen segal do lokalne ceste rnolica Dole. Zadrevalnik je dimenzioniran na zaustavitev
655.000 m3 vode z najvejo poplavno povrino 44 ha. V obinskem podrobnem prostorskem
nartu so doloeni pogoji glede namembnosti posegov v prostor, njihove lege, velikosti in
oblikovanja, pogoji glede prikljuevanja na gospodarsko infrastrukturo, merila in pogoje za
parcelacijo, pogoji celostnega ohranjanja kulturne dediine, ohranjanja narave, varstva okolja
in naravnih dobrin ter varstva pred naravnimi in drugimi nesreami, pogoji varovanja zdravja
ljudi.
Slika 5: Trasa nartovane entjurske obvoznice

Vir: Kartografska osnova je v geopediji.

Trasa je narisana s pomojo programskih orodij

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6 Zakljuek
Mestne obvoznice lahko v veliki meri uniijo zemljia in izgled pokrajine. Ali prostorski
planerji upotevajo manj kakovostna zemljia? Ali uniiti kmetijska zemljia ali gozdove?
Kaj je trenutno ve vredno gozdovi ali obdelovalna zemljia? Ali bodo enakega mnenja e ez
10 ali 20 let? Kar nekaj teh pereih vpraanj se postavlja strokovni javnosti. Zavedati se
moramo, da brez unienja narave pri gradnji cest verjetno ne gre. e dobimo s tem monost
za razvoj kraja, industrije, bolji dostop do turistinih krajev, varovanje okolja, potem je
smiselno nartovati takne obvoznice. Najve koristi ima samo mesto.
Literatura
1. RRD: Regijska razvojna druba d.o.o.: OBINSKI PODROBNI PROSTORSKI NART
POVZETEK ZA JAVNOST ZA NAVEZOVALNO CESTO DRAMLJE ENTJUR IN ZADREVALNIK
VISOKIH VODA VOGLAJNE, DOPOLNJEN OSNUTEK, november 2010.
2. Odlok o strategiji prostorskega razvoja Slovenije (OdSPRS) Ul. RS, t. 76/2004.
3. Pravilnik o projektiranju cest (Ul. RS t. 91/2005, spremembe 26/2006)
4. Zakon o prostorskem nartovanju (ZPNart), Ul. RS, t. 33/2007, spremembe Ul. RS, t.
70/2008.

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School Centre Celje, Secondary School for Service Activities and Logistics Celje
Boidar ibret, prof.,
mag. Roman Krajnc

CITY BYPASSES
Road traffic is increasing by means of inhabitants mobility increase and extent of goods flows
that are based on principles of safety, traffic flows, reliability, environment-friendly principles
etc. Compliance of principles demands the support of infrastructure chosen, suprastructure,
technical elements of management of flows, trained participants and others. The urban
environments are characterized by specific traffic flows. The traffic is varied in the cities,
whilst it is also a living and sleeping environment. Thus, there is the need for a careful and
prudent manner of spatial placement of objects of different activities as well as transport
infrastructure. Placement of road infrastructure with an aim to achieve the best possible
synergy between the city inhabitants and traffic flows will be discussed in this contribution.
1 Introduction
In the Ordinance on Spatial Planning Strategy of Slovenia (OdSPRS) OJ. RS, no. 76/2004,
Slovenia is defined as a diverse country, which is a result of switching different climatic and
geomorphological features of the Alps, Mediterranean and Pannonian plains and the different
cultural influences in the past. Its location between the Alps and the most northern bay of the
Mediterranean Sea is one of the most important European gateways from south-western
Europe to the east. Slovenian area is famous for its diverse cultural landscape, architectural
and urban heritage and the diverse and extensive natural systems. Very important elements
of the country are its forests, water levels, preservation of rivers, karst features and bio and
landscape diversity. Mountainous and karst areas in Slovenia are classified into areas that are
less favoured for farming. Much land is overgrown, and the results are changes in the cultural
landscape. Most of the quality agricultural land is in the lowlands, where the attraction and
interest for the settlement is the largest. Some areas have a special national significance
because of its properties and symbolic role.
2 Sustainable Spatial Development
According to the Law on Spatial Planning (LSPlan), OJ. RS, no. 33/2007, changes OJ. RS, no.
70/2008 the aims of spatial planning are defined and have to allow balanced spatial
development with treatment and coordination of various needs and interests of the
development of public benefits in the areas of environmental protection, nature conservation
and cultural heritage, protection of natural resources, defence and protection against natural
and other disasters. Spatial and environmental interventions have to be planned the way to
allow: sustainable development in the area and the efficient and economic use of land; quality
housing; spatially coherent and mutually complementary arrangement of the various
activities in the area; renovation of existing, which has priority over building new;
maintaining identifiable characteristics of space; rehabilitation of degraded area;
environmental protection, protection of natural resources and its conservation; integrated
conservation of cultural heritage including urban heritage; ensuring the health of the
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population; full access to facilities for disabled people and its use according the law and
defence of the state and protection against natural and other disasters.
2.1 Vital and Neat Towns
According to OdSPRS the development and ordering the cities should be comprehensively
planned to ensure vitality and quality of living space. Local attraction is increased that way,
economic development is provided, it is taken care of the security and quality of living and
working environment and infrastructural systems are filled. Activity of living, production and
consumption in the towns are developed in accordance with the spatial conditions and
environmental constraints. Cities have a key role in the development of expected changes and
the processes of European integration as the most important factor in urban development.
Cities are developing into a vital, beautiful and ordered environment, providing the conditions
for economic and social development and they contribute to the quality of life for all residents.
The causes that affect the increase in dispersion of the construction destroy flexibility of cities
and buildings, also cause mono-cultural suburbs and cause excessive pollution are eliminated.
The principle of poly-functionality is important for the development. For development of an
effective town it is important to maintain an appropriate relationship in the use of land and
buildings where it is necessary to strive towards the balanced mixture of various functions
and activities.
2.2 Traffic links - connections
The distance transport network connects the Slovenian centres of international importance
(Ljubljana, Maribor and Koper) with Europe and centres of national importance with each
other. Suitable access and connection with international flows of all areas is ensured by the
development of secondary (transverse) transport links, which relate to the European TEN
network infrastructure (TransEuropean Network), V. and X. Pan-European Transport
Corridor and the Adriatic - Ionian transport axis (Picture 1, 2).
Picture 1: The design of transport links

Picture 2: Traffic corridors 10 in 5.

Source: OdSPRS, op cit.

Source: www.slo-zeleznice.si/

From the Austrian Carinthia through Slovenj Gradec and Velenje access to motorway (MW)
near Celje is planned in the future. New planned third traffic axis will continue to Novo mesto
and later towards Karlovac or connection to the highway Zagreb Reka. Links with regional
centres in Austria, Slovenia and Croatia are planned with the new development of traffic axis.
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Connection of freight and personal road traffic with all regions on this axis to main European
directions are enabled. From Ljubljana, after turning of the primary traffic routes to Italy a
parallel transport direction through Vipava and Nova Gorica towards Udine (Italy) is
developed.
2.3 Effect of Traffic Flow Management
Management of traffic flows takes an important role for sustainable development of regions.
Inadequate transport links pegging may result in degradation of the urban space as part of
settlements or areas outside the cities. Technical, spatial design, housing, economic, social,
cultural and ecological conditions to the state of uselessness can be reduced. In the case of
areas outside the village, where degradation was caused by human activity or inactivity of this
rehabilitation is urgent. Great care to proper route construction of new road links should be
given to avoid such situations.
3. Ecological Aspects of the Importance of Bypasses
Traffic effects the environment in the first phase, when we start building transportation
routes. Spatial planners mainly want to build in the planes, not marshy areas, possibly even in
the best agricultural land. It is important to find the shortest distance because of the price of
construction. Construction of bypasses is usually planned where it is free. Again, the use of
best agricultural land seems to be the most appropriate. Placement of roads in the province
changes the visual look, which can at first sight not be as annoying as it is because it seems
only like an extension of the city and the urbanization of the landscape. An example of Graz in
Austria is well-known. There the ring takes place in a tunnel under the city. Agricultural
landscape is preserved, noise and air pollution are reduced this way. That way the effect of the
impact road and traffic flows may be reflected. If the city is located on the gravel area and area
of drinking water is pumped from the groundwater oil catchers should be planned. Tire
particles, droplets of oil and other impurities are set from vehicles. These are put into the
groundwater by meteoric water. Traffic accidents where toxic liquids such as fuel, oil etc. can
reach and mix into groundwater have to be assumed. Vegetable-growing and cultivation of
animal feed are harmful.
Noise is another negative ecological factor. Due to the number of the crossroads traffic speed
is relatively low when driving through the city. Noise is increased for each driving off. When
driving on the city ring road, the transport speed is normally constant, and longer way is
usually overcome in a shorter time. The amount of noise is usually reduced that way.
According to the Rules of the roads projecting (OL. RS no. 91/2005, changes 26/2006)
precautions for sound insulation have to take place according to the noise limit. Noise barriers
additionally disrupt the visual image of the city. Tourism potential is reduced. For the visitors
image of the city is camouflaged at the first sight, cities do not make visitors to stop in the city.
This problem can be partly solved with boards for tourists.
Obviously city bypasses have many environmental benefits that outweigh the negative things.
Some of these are:
a) Reduction of jams on existing roads.
b) Reduction of traffic accidents.
c) Faster access to the ultimate goal.
d) Reduction of CO2 emissions.

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d) Reduction of emissions of CO. 90% of emissions is caused by cars. CO prevents oxygen

transfer (in blood) in the body and has the effect of death. This gas is produced by the
incomplete combustion of fuel.
The amount and the kind of the effects of traffic loads on the environment largely depend on
the nature and characteristics of each region and its self-cleaning abilities. Self-cleaning
capability of air is particularly small in the region of lowlands and valleys.
4. Examples of City Bypasses Planning
The concepts of city bypasses are presented with cities like Celje, Bled and entjur.
4.1 Celje Bypass
Celje is located at the 5th corridor of rail road and motor road links between the south-west
and the east (picture 2). Italy and Austria and also Hungary are connected through Slovenia
with infrastructure. Celje is also the centre of traffic artery between north and south: the area
of Carinthia, Styria and Dolenjska. The construction of the so-called third development axis is
planned in this direction (picture 4). It can be stated that the management of the 5th corridor
was resolved with the construction of the motorway (MW) between Ljubljana and Maribor.
The position of MW segment near the town takes even smaller part of the traffic flow between
the west and east of the city.
Picture 3: Projection of possible Celje Bypass Picture 4: Third development axis

Source: Publication Municipality of Celje, 2000 Source: www.mzip.gov.si/si/aktualno/

On the basis of traffic flows of MW segment past Celje and planned third axis it is the fact that
Celje needs city bypass to be connected with south. The current road link north-south that
leads through the city even near the city centre is overloaded. From the engineering point of
view of road traffic it is all unacceptable. An early construction of bypass road can be
reasonably expected. As for most design projects, the problem of delay of construction such as
location of bypass is also present here; variation east or west (picture 3) and determination of
the investor.
4.2 Bled Bypass
City of Bled is an important tourist centre of Slovenia. It is situated in the intact nature of the
Triglav National Park. As many other tourist towns Bled has to deal with traffic density. The
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existing road through the city urban area is too burdensome. The situation has been the same
for ages. Plans for 3 kilometres long bypasses started about thirty years ago. Investment of
southern Bled bypass amounts to nearly 30 million and it is expected to begin construction
next year, and would be completed in late 2015. On the basis of the approved land plan the
process of subdivision and land purchases in Bled will be started. The route with one tunnel
(Source: Bla Rai; Delo, 11. 6. 2012) will split on Bets uphill before Bled at the roundabout
and split there again and direct toward south. It will cross the roads towards Koritno and
Ribno. A tunnel will be built between Kozarca and Straa. About several hundred metres from
Pristava it will be connected to existing road to Bohinjska Bistrica.
4.3 entjur Bypass
The chosen route of planned connecting road (picture 5) starts at connection MW Dramlje.
Then it continues through under populated area to Kozarica valley which is crossed with 280
metres long viaduct and comes into the Kozarica reef. Then the route reaches the valley of
Kameno stream which is relatively wide to the place Kameno. Continuing south, between the
villages Kameno and Bezovje it gets considerably narrow. In the valley of the stream it goes
alternately in the eastern and western outskirts, in places even in the middle of the valley.
Before leaving the valley of the stream it avoids the village Bezovje with 130 metres long
tunnel. It continues into a wide valley of stream Slomica and river Voglajna, where
Slomica is crossed with 240 metres long viaduct and the way continued with 150 metres
long overpass. With that overpass double-track railway line Celje Maribor and watercourse
of Voglajna are crossed. At the embankment it is directed towards south along the plain area
between rnolica and Dole. Later it is connected to the regional road R2-424 towards
Podsreda at the south-eastern edge of the village rnolica.
The route does not provide any demolition of residential or commercial buildings and as far
as possible avoids settlements which reduce possible inconvenient effects connected with air
pollution and noise. With passes of settlements all the areas of cultural heritage are avoided.
The route is placed not to disturb the ecological balance, preserve corridors for the movement
of animals and procedures on agricultural land have little effect on its use. Alternative land is
provided for lost agricultural land. Dry retention of high water is planned to keep flood waters
of Voglajna and its flow and to protect entjur and surrounding areas which are in flood
danger at particular weather situations. Therefore it will have a long-term positive impact on
high flow in tore and Celje.

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Picture 5: The route of planned bypass in entjur

Source: Chart is based on Geopedia.

The route is illustrated with the help of software tools.
6 Conclusion
City bypasses can largely ruin land and landscape. Are lower quality lands taken into account
by spatial planners? What should be destroyed agricultural land or forests? What is currently
worth more: forests or cultivable-land? Will the same opinion be shared in 10 or 20 years?
There are quite many pressing issues that professional public has to deal with. It has to be
realised that construction of new roads is probably not possible without the destruction of
nature. If the opportunity to develop the place and industry and the possibility for better
access to tourist sites, protection of environment are got, then it makes sense to plan such
bypasses. Maximum benefits are gained by the city itself.
Literature
1. DETAILED MUNICIPAL SPATIAL PLAN SUMMARY FOR PUBLIC FOR CONNECTING ROAD
DRAMLJE ENTJUR AND FLOOD CONTROL RESERVOIRS OF RIVER VOGLAJNA,
SUPPLEMENTED PLAN, November 2010
2. Ordinance on Spatial Planning Strategy of Slovenia (FromOSPSS) OL. RS, no. 76/2004.
3. Rules of Projecting Roads (OL. RS no. 91/2005, changes 26/2006)
4. Spatial Planning Act (ZPA), OL. RS, no. 33/2007, changes OL. RS, no. 70/2008.

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Andrej Pranikar, univ.dipl.in.tehnol.prom

Damijan Kraovec, dipl.in.str

LOGISTINA PODPORA V KOMBINIRANEM PROMETU Z ZAMENLJIVIMI

ZABOJNIKI NA KONTEJNERSKEM TERMINALU LJUBLJANA
POVZETEK
Predstavljam vam delo v logistinem centru za transport zamenljivih zabojnikov s
strani odpreme in prihoda zamenljivih zabojnikov v toki prihoda - odpreme s cestnimi vozili
v odprto skladie KT (kontejnerskega terminala v Ljubljani, na Letaliki cesti 14) z operacijo
nakladanja - razkladanja s portalnim dvigalom. Poleg spada tudi operacija prejema in oddaje
dokumentov za tovorne poiljke v dispeerskem centru KT. Operacija nakladanja in
razkladanja je popolnoma identina le , da poteka v obrnjenem vrstnem redu. Zato bom v
nadaljevanju obravnaval le postopek pri nakladanju menjalnih zabojnikov.
Menjalni zabojnik - zamenljivo tovorie ( v nadaljevanju zabojnik ), je zelo podobno
navadnemu ladijskemu kontejnerju, le da je namenjeno za prevoz s cestnimi vozili in vlakom.
Zabojnik ima ob strani tako imenovane noge, ki sluijo zato, da zabojnik lahko samostojno
nakladamo in razkladamo s cestnim vozilom , ki je za to prirejeno. Zabojnik ima za razliko od
kontejnerja ponjavo in je po zunanjosti zelo podoben navadnemu tovoriu s ponjavo na
obiajnih kamionih. Nekatere izvedbe zabojnikov imajo stranice ,vrata in streho iz ploevine.
Spet druge izvedbe so narejene kot hladilniki, cisterne ali pa namenski zabojniki . Mere
zabojnika so irina je 2,5 m, dolina 7,15 m in viina 2,7m. Prostornina je 48m3 nosilnost pa
14.000 kg. Ponavadi potujeta dva zabjnika skupaj, eden na vozilu in drugi na prikolici.
Portalno dvigalo - je namenjeno za izvajanje manipulacij. V vzdolni osi se premika po
eleznikih tirnicah v preni smeri pa po portalu. Dviganje se izvaja z sprederjem. Pogonsko
mo dobiva z elektro motorji. Maksimalna obremenitev znaa 40.000 kg .
1. DOLOITEV PROBLEMA
1.1. LOCIRANJE PROBLEMA
Osredotoil se bom na problem nakladanja zamenljivih zabojnikov na cestna vozila.
Postopek se zane, ko cestno vozilo - kamion za prevoz zamenljivih zabojnikov, vstopi na
obmoje KT, skozi dvino rampo. Voznik dobi dokumentacijo (dokumenti tovora , navodila
pediterja, dokumenti dispeerja za naklad dotinega zabojnika). Odhod v odprto skladie
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KT, predaja potrebne dokumentacije za naklad zabojnika. Nakladanje zabojnika z dvigalom,

pritrditev zabojnika na vozilo in odhod iz KT.
1.2. OJE LOCIRANJE PROBLEMA
Oja specifikacija se nanaa na im kraji as nakladanja. To pomeni im krajo pot
kamiona po obmoju terminala in im manj opravkov za voznika in delavce KT.
1.3. ZNAAJ PROBLEMA
Skrajanje asa zadrevanja vozil na KT pomeni :
- veje tevilo manipulacij v istem asu,
- boljo izkorienost motornih vozil,
- toneja dostava blaga,
- bolji odnosi s strankami,
- manje onesnaevanje okolja ( zaradi krajega zadrevanja motornih vozil).
2. TEORETINO DOLOILO
2.1. ANALIZA PRETEKLIH SPOZNANJ
Pretekla spoznanja temeljilo zgolj na izkunjah zaposlenih na KT in pa strank, ki
uporabljajo storitve KT. Uporabna je tudi knjiga pritob in pohval. Iz teh virov je razvidno, da
delavce zaposlene na KT moti, da stranke prihajajo istoasno (najveja frekvenca nastane
zjutraj, to je ob zaetku dela KT 600 , naslednja nastane po opoldanski malici 1000 in pa e
popoldan ob 1500), kar povzroa slabo voljo uslubencev in strank.
Stranke pa moti, da je delo prekinjeno v asu malice, kljub temu, da je delo na KT
deloma urejeno tako, da bi delo potekalo neprekinjeno ( dvojna ekipa dvigalistov, a na alost
samo en dispeer ). Tako vsakodnevno prihaja do tega, da v asu malice ni ne delavcev v
skladiu, in ne dispeerja. Ponavadi prihaja celo do tega, da najprej odide na malico
dispeerska ekipa, ko se le ta vrne, pa odidejo na malico e skladiniki in dvigalisti. To pa
povzroa precej hude krvi pri strankah. Vsega tega je kriva slaba organizacija, nedisciplina in
samovolja delavcev. Pripomore pa tudi monopolni poloaj KT, saj je naslednji najbljiji ele v
Beljaku v sosednji Avstriji.
2.2. PROSTORSKO DOLOILO
Problem je prostorsko vezan na celotno obmoje KT na Letaliki 14 v Ljubljani.
2.3. ASOVNO DOLOILO
asovno se problem nanaa na delovanje KT zadnjih treh let, od kar je na KT poleg
klasinega kontejnerskega transporta v porasti e kombiniran transport, ki vkljuuje tudi
oprtni vlak tipa A, B in C.
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3. UGOTAVLJANJE CILJA
Za cilj je postavljeno izdelava nartov za skrajanje asa zadrevanja cestnih vozil pri
nakladanju ali razkladanju na KT. Kot pomoni cilj je zadano skrajati pot vozila po obmoju
KT in z informacijskim omrejem odstraniti nepotrebne poti vozniku in pa delavcem KT.
3.1. PRIAKOVANI REZULTATI
as zadrevanja vozila na KT se zmanja minimalno za 30 % , pot vozila se zmanja za
15 % , nepotrebne poti voznika in delavcev se v celoti odpravijo. Zmanjajo se jutranja in
popoldanska konica, prekinitev dela ob malici pa se popolnoma odpravi.

4. METODE DELA
4.1. KADROVSKI PLAN
Za uresniitev cilja bi potrebovali strokovnjake s podroja prometa in podroja
komunikacij ( predlagam dva strokovnjaka s podroja prometa zaposlena na KT, dva zunanja
strokovnjaka prometa in enega strokovnjaka za komunikacije). Potrebovali bi tudi
strokovnjaka spodroja organizacije dela. Za ostala dela kot so merjenja , zbiranje podatkov in
ostalo, pa bi uporabili delavce zaposlene na KT. Zunanje strokovnjake, bi lahko pridobili s
strani Slovenskih eleznic.
4.2. TERMINSKI PLAN
Za dosego cilja bi predvidoma zadostovala dva meseca. V tem asu bi obdelali dejansko
stanje, premerili poti in vzpostavili teoretini plan, ki bi ga po potrebi kasneje dopolnili in
popravili.
4.3. MATERIALNO - FINANNI PLAN
Materialno - finanni plan obsega plailo strokovnjakov (predvidoma treh) za dva
meseca dela. Upotevati moramo, da so storitve strokovnjakov zelo drage, zato jih je potrebno
omejiti na minimum. Raunati je potrebno tudi na najetje delavcev za dela, ki jih zaposleni na
KT ne morejo - ne znajo opraviti, so pa potrebna za raziskave in dosego cilja.

5. RAZISKOVANJE IN ANALITIKA
5.1. UGOTAVLJANJE OBSTOJEEGA STANJA
Stanje je ugotovljeno s stalia voznika cestnega vozila, ki eli naloiti zabojnik.
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a) Prihod na KT:
Vstop skozi dvino rampo, parkiranje vozila na za to namenjenih pasovih. Voznik
izstopi iz vozila in odide v dispeersko pisarno oddaljeno od najbijjega parkirnega mesta cca.
50 m.
b) Prihod v dispeersko pisarno:
Pisanje naloga za dvig zabojnika (izpie ga voznik). Dispeer preveri, e je zabojnik
pripravljen za odpremo (e se nahaja v skladiu, e je ocarinjen in e je tehnino izpraven).
e je vse v redu, potem dispeer izpie dokumente za izdajo zabojnika in jih izroi vozniku.
Voznik se vrne v vozilo in se odpelje v odprto skladie terminala, do pisarne v kateri se
nahaja skladinik.
c) Prihod v skladie KT :
Voznik ustavi vozilo, izstopi iz vozila in odide v pisarno skladia cca. 10 m, kjer odda
dokumentacijo za dvig zabojnika skladiniku. Le ta s pomojo radijske zveze sporoi
dvigalistu tevilko zabojnika in registrsko tevilko vozila na katero je potrebno naloiti
zabojnik. Voznik nato spet odide v vozilo in ponavadi sam poie zabojnik, ki ga mora
prevzeti. Ko ga najde, ga pregleda, e je v stanju za prevoz. Nato parkira vozilo na najbljiji
prostor namenjen za nakladanje in ga pravilno obrne (deloma zato, ker je laje obrniti vozilo,
kot pa poln zabojnik z dvigalom, deloma pa zato, ker je dvigalo e staro in zabojnikov
praviloma z njim ne obraajo za 180o ,ker je mehanski sistem e dotrajan in ne deluje
popolnoma v redu).
d) Nakladanje zabojnika na vozilo :
Dvigalist s portalnim dvigalom prime zabojnik in ga dvigne in odpelje nad vozilo, nato
pa spusti na vozilo. Voznik pomaga dvigalistu pri nakladanju (pomonih delavcev, ki naj bi
opravljali to delo pa ponavadi ni). Voznik preveri zalivke na zabojniku in pritrdi zabojnik na
vozilo.
e) Odhod vozila s podroja KT :
Voznik se odpelje izpod dvigala na vstopno - izstopno rampo, kjer e, na eljo vratarja
pokae dokumente, nato pa zapusti terminal.
S tem je asovno in prostorsko na problem zakljuen.
5.2. OBDELAVA PODATKOV IN ANALIZA
Iz podatkov je razvidno, da voznik prevekrat zapua vozilo ( to pomeni da vozilo ob
vsakem ustavljanju izkljui in nato ponovno vkljui, kar ni dobro ne za vozilo niti za okolje z
ekolokega stalia ), da bi rono prenesel dokumente in podatke. Razvidno je tudi, da bi
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moral terminal obratovati tudi v asu malice, da ne bi po prekinitvi dela ( ki traja od pol pa
tudi do ene ure ) zaradi malice, nastajala gnea. Z gneo nastajajo problemi, nepravilnosti pri
delu, pomanjkanje parkiri in obraali in pa nesporazumi med ljudmi. Ugotovljeno je tudi,
da je potrebno na terminalu ve reda in discipline s strani voznikov in zaposlenih, kar bi
pripomoglo k hitrejemu delu.

6. SINTEZA SPOZNANJ IN PREDLOGI

Iz prejnih tok je razvidno, da so pomanjkljivosti v organizaciji dela na KT in logistiki
prometa po prostoru terminala. V teh tokah se tudi dejansko stanje razlikuje od teorije. Iz
tega sklepam , da bi bilo potrebno na novo vzpostaviti prometni reim po KT. Potrebno pa bi
bilo tudi na novo vzpostaviti red in delo med malico.
Zato predlagam:
a) Glede prometnega reima:
Postavitev bivalnega kontejnerja na sredino voznih pasov v viini kamionske kabine,
tako da je mono verbalno komunicirati brez izstopanja voznika iz kabine. Tako bi se voznik
kamiona lahko ustavil poleg kontejnerja v katerem bi bila dispeerska sluba in opravil
naslednje operacije. Pridobil bi ustrezno dokumentacijo, hkrati pa bi tudi dobil informacijo na
kateri poziciji se nahaja zabojnik in kako je usmerjen. Usmerjenost zabojnika je pomembna
zaradi tega, da voznik parkira vozilo v pravi smeri in zabojnika ni potrebno obraati. Prejem
zabojnika bi voznik potrdil s podpisom. Iz dispeerskega centra bi tudi upravljali z dvino
rampo, ki bi omogoala ali prepreevala vstop vozilom. Vozila in vozniki, ki bi morali akati
bodisi na dokumente, ali kakne druge pogoje za vstop, pa bi akali na parkiriu nasproti
dispeerske pisarne. Ko bi bil pogoj za vstop izpolnjen bi vstopili na terminal preko
dispeerskega centra in dvine rampe.
Od tu bi ga pot vodila na pozicijo, kjer bi naloil zabojnik. V dispeerskem centru bi
takoj, ko bi raunalnik natisnil dokumente za dvig zabojnika ( dokumenti vsebujejo tono
pozicijo, usmerjenost, stanje zabojnika, registrsko tevilko vozila in pa carinske podatke o
zabojniku). Hkrati bi te podatke dobil tudi dvigalist v kabino dvigala na monitor
(zanimala bi ga pozicija zabojnika, usmerjenost in registrska tevilka vozila). Podatke pa bi
dobil tudi skladinik, ki bi preko radijskih mobilnih postaj obvestil pomone delavce, ki se
nahajajo na terminalu.
Tako bi se v najkrajem monem asu dobili na mestu za nakladanje vsi potrebni
elementi za opravljanje naloge. Da bi sistem deloval, bi bilo potrebno da dvigalist ali
skladinik vpie pozicijo in usmerjenost zabojnika, ko ga postavi na prostor, ki ga doloi
skladinik, le ta pa mora tudi ugotoviti in vpisati stanje zabojnika in zalivke (to delo ugotovitev stanja, naj opravi preko pomonih delavcev na terminalu) v raunalnik.

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Iz predlogov je razvidno, da je potrebno vzpostaviti raunalniko mreo med

dispeerskim centrom, kabino dvigala in skladino pisarno. Potrebno pa je na novo
vzpostaviti ali popraviti e obstojeo komuniciranje preko radijskih postaj.
b) Glede delovnega reda :
Z organizacijo delavcev je potrebno dosei neprekinjeno delo tudi v asu malice. To pa
bi dosegli tako, da je vedno eden od dvigalistov v dvigalu, skladinik ali namestnik v
skladini pisarni in dispeer ali njegov namestnik v dispeerskem centru. Skratka polovica
motva naj bi bila na delovnem mestu, polovica pa jih odide na malico, nato pa se zamenjajo.
Po preteku dveh asovnih obdobij za malico pa naj zopet delajo v polni postavi. To delo, bi
opravil strokovnjak organizacije dela, ki se na omenjeno podroje spozna.
c) Tehnino stanje naprav
Vse naprave, ki so potrebne za delo je potrebno pripraviti v stanje brezhibnega
delovanja. S tem je miljeno predvsem portalno dvigalo in pomoni sistemi za manipulacijo z
zabojniki. To delo naj opravi za to delo pooblaeni servis.

ZAKLJUEK
Iz tega seminarja sklepam, da bi se stroki za dosego cilja povrnili v obliki veje
storilnosti, boljih delovnih odnosov in manj napora pri nadaljnem delu. Finanno bi se
investicija izplaala predvidoma e po estih mesecih normalnega obratovanja. Da se take
spremembe pri nas ne odvijajo hitreje, je kriva zastarela miselnost. Predvidevam, da bi z
takimi popravki logistinih problemov veliko doprinesli k boljemu in lajemu delu KT, kjer je
delo veinoma zelo naporno. Veino problemov bi lahko reili s tem, da bi si reitve podobnih
problemov ogledali na modernejih terminalih drugod po svetu. Uporabili bi le za nas
primerne reitve. S tem pa bi prihranili, as, denar in trud, ki bi nam koristil, da bi storili e
korak naprej in ta sredstva uspeno porabili za izboljanje tujih reitev.

LITERATURA IN VIRI
Railways; William Morrow and company INC; New York 1982
Transportni sistemi (predavanja in skripte);
Livij Jakomin; Fakulteta za Promet in pomorstvo, Portoro
Transportna sredstva (predavanja in skripte);
Livij Jakomin; Fakulteta za Promet in pomorstvo, Portoro
Knjiga pritob in pohval; KT Ljubljana
Osebne izkunje
Izkunje zaposlenih v dispeerskem centru KT Ljubljana

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Andrej Pranikar, Engineer of Traffic Technology

DamijanKraovec, Mechanical Engineer

LOGISTICS SUPPORT IN COMBINED TRANSPORT WITH SEMI-TRAILERS AT

THE CONTAINER TERMINAL LJUBLJANA
ABSTRACT
This paper presents work at a logistics centre for transport of semi-trailers regarding
their handling at the point of arrival or dispatch with road vehicles to the open storage facility
of the Container Terminal in Ljubljana at 14 Letalika cesta by means of loading and
unloading semi-trailers with a gantry crane. At the same time the documentation of the cargo
shipment is handed in and received at the dispatch centre of the container terminal. The
procedure of loading and unloading cargo is identical, it just takes place vice versa. Therefore
this paper will only present the procedure of loading semi-trailers.
A semi-trailer is very similar to an ordinary intermodal freight container, just that it is
meant for transport by road and rail. At the sides of the semi-trailer there are folding legs
which help us load and unload it onto a specially designed road vehicle independently. A
semi-trailer differs from a container in that respect that it has a curtain and it resembles
regular curtainsider trucks. Some variants of semi-trailers have sides, doors and the roof
made of metal. Others come in the form of refrigerator trucks, tank trucks or semi-trailers
designed for special purposes. A semi-trailer is 2.5m wide, 7.15m long and 2.7m high. Its
volume is 48m3, and its carrying capacity is 14,000kg. Usually two semi-trailers travel
together at the same time, one mounted on the truck and the other as a trailer.
A gantry crane lifts objects by means of a hoist trolley. The crane can travel along the
length of the site and the hoist can be moved to and from across the width of the site. Lifting is
carried out by a spreader. The crane is powered by generators. Its maximum lifting capacity is
40,000 kg.
1. IDENTIFICATION OF THE PROBLEM
1.1. LOCATING THE PROBLEM
This paper focuses on the problem of loading semi-trailers onto road freight vehicles. The
procedure starts when the lorry enters the area of the container terminal through the
entrance ramp. The driver gets the necessary documents (freight documents, instructions of
the freight-forwarding company, the dispatcher's instructions for the loading of a specific
semi-trailor). This is followed by the departure to the open storage area of the container
terminal, and the necessary paperwork is handed over. Then the semi-trailor is loaded onto
the vehicle and properly secured before it leaves the area of the container terminal.
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1.2. NARROWING THE PROBLEM DOWN

If we narrow down the problem presented in this paper, we can say that the main problem
dealt with is the loading time, which should be as short as possible. This also means the
shortest route in the area of the terminal and as few chores to be done by the driver and the
staff of the container terminal.
1.3. THE CHARACTERISTICS OF THE PROBLEM
Shortening the time spent at the container terminal by vehicles means:
A larger number of operations done in the same time,
A better use to capacity of motor vehicles,
Cargo delivery takes place on time,
Better relations with customers,
Less pollution of the environment (because the vehicles spend less time in one place).
2. THEORETICAL DETERMINATION
2.1. ANALYSIS OF PREVIOUS FINDINGS
Previous findings are based solely on the experiences of the employees at the container
terminal and their customers. The complaints book was also consulted for this purpose. On
the grounds of these sources we can see that it annoys the employees of the continer terminal
the most that many customers arrive at the very same time. The highest customer frequency
occurs at the beginning of office hours in the early morning at 6 a.m., which is followed by two
more peaks, one at lunch break time around 10 a.m., and the other in the afternoon at about 3
p.m. This then causes bad temper and sulkiness among the employees as well as their
customers.
We can also see that the customers are annoyed by the fact that work is interrupted at lunch
break despite the practice of orgnizing work in such a manner that it goes on uninterruptedly.
Therefore there are two teams of crane operators at work but there is just one dispatcher. So
it happens that at lunch break there are neither workers present at the warehouse nor the
dispatcher. Usually the dispatcher team goes on lunch break first and after they return, the
team of warehouse staff and crane operators go on lunch break. This again causes bad temper
among the customers. A part of this occurrence can be blamed on bad management, lack of
discipline and the arbitrariness of some workers. The monopoly position of the container
terminal is of no help either, since the next nearest container terminal is in Villach, Austria.
2.2. SPACIAL DETERMINATION
The problem is spacially connected with the whole area of the Container Terminal at 14
Letalika Street in Ljubljana.
2.3. TEMPORAL DETERMINATION
The time span of the problem refers to the operation of the Container Terminal in the last
three years. Besides classic container transport combined transport, which includes
huckepack trains type A, B and C, has been on the increase since then.
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3. DETERMINING GOALS
Drawing up plans for shortening the time a road vehicle spends loading and unloading at the
container terminal is the main goal of this paper. We are also trying to shorten the route of the
vehicle around the container terminal and to remove unnecessary chores for the driver and
the staff of the terminal by using information technology.
3.1. EXPECTED RESULTS
The time a vehicle spends at the container terminal is reduced by at least 30 %, the route of
the vehicle decreases by 15 %, unnecessary chores for the driver and the staff are eliminated
entirely. The morning and afternoon peaks are reduced and the interruption of work at lunch
break time is done away with completely.
4. WORKING METHODS
4.1. STAFF MANAGEMENT
To fulfill the goal experts in the field of traffic and transport as well as communications would
need to be consulted. I propose to consult two experts in the field of traffic and transport
employed at the container terminal, two external experts from the same field of expertise and
an expert for communications. Also an expert in the field of work management would need to
be consulted. Operations, such as making measurements and data collecting, could be carried
out by the staff of the container terminal and the external experts could be provided by the
Slovenian Railways.
4.2. TIME MANAGEMENT
It is estimated that the goal set could be reached within a two-month period. During this
period account could bet aken of the current situation, the routes could be measured and a
theoretical plan could be set up. It could be ammended and corrected later on if necessary.
4.3. SUPPLIES AND FINANCIAL MANAGEMENT
The supplies and financial plan comprises payments for presumably three experts for the
period of two months. We need to take into account that the experts' services are very
expensive therefore they should be limited to the minimum necessary. It also needs to bet
aken into account that workforce would need to be hired to carry out the tasks which cannot
or will not be done by the employees of the container terminal, but are necessary in terms of
research and reaching the goal set.
5. RESEARCH AND ANALYSIS
5.1. THE CURRENT SITUATION
The data regarding the current situation is provided from the standpoint of a driver of a road
vehicle wishing to load a semi-trailer or a box.
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a) Arrival at the Container Terminal

After making an entry through the drive-up ramp, the vehicle is parked in a designated line.
The driver exits the vehicle and goes to the dispatch office, which is at least 50 metres away
from the nearest parking space.
b) Arrival at the Dispatch Office
The driver fills in the necessary documentation to receive the transport unit, which needs to
be transported. The dispatcher checks if it is ready to be cleared, which means finding out if
the unit is in the warehouse, if all customs activities have been performed and if it is in order
technically. If everything is in order, the dispatcher prints the documentation to load the
transport unit and hands it to the driver. The driver then returns to the vehicle and drives to
the warehouse manager's office at the storage facility of the terminal.
c) Arrival at the storage facility of the Container Terminal
The driver stops the vehicle, exits it and walks to the warehouse manager's office which is
approximately 10 metres away from where they have stopped. Then the necessary
documentation to receive the transport unit is handed in. The warehouse manager radioes the
crane operator the number of the box and the number plate data of the vehicle which the
container should be loaded onto. The driver then returns to their vehicle and usually searches
for the container to be loaded themselves. When the container is found, it is inspected to see if
it is in a suitable condition for transport. Then the driver parks their vehicle in the nearest
loading space. The vehicle should already be turned in the right direction for loading, partly
because it is easier to turn around the vehicle than a full transport unit by a crane, and partly
because the crane is quite old and the containers are not usually turned for 180o, because the
mechanical system is worn out and it is not always in good working order.
d) Loading the semi-trailer or box onto the vehicle
The crane operator grabs the container with the gantry crane and moves it over the vehicle
and then lowers it onto the vehicle. The driver helps the crane operator when mounting the
container onto the vehicle since usually there are no assistants present to carry out this task.
The driver checks the seals on the container and secures it to their vehicle.
e) Departure of the vehicle from the premises of the Container Terminal
The driver drives from under the gantry crane to the exit ramp and shows the documentation
to the ramp operator on request. Then the driver exits the terminal.
This step concludes the temporal and spacial part of the problem.
5.2. DATA PROCESSING AND ANALYSIS
It can be seen from the data that the driver leaves their vehicle too many times to carry the
documents and the data from one point to another on foot. This also means that the driver
turns the vehicle off and on each time, which is not good for either the vehicle or the
environment. It can also be seen from the data that the container terminal should operate
during lunch break time so as to avoid a congestion of customers after the interruption of
office hours due to the break, which can take between half an hour and a whole hour. When
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many customers need to be served at the same time, problems and difficulties arise when
handling certain working procedures, there is a lack of parking and reversing spaces and also
misunderstandings among people arise. It can also be pointed out that more order and
discipline should be held at the terminal by both the drivers and the staff, which would have a
positive effect on the efficiency of the work done.
6. SYNTHESIS AND SUGGESTIONS
On the basis of the aforementioned data it can be said that there are shortcomings in work
management at the container terminal and in the logistics of traffic in the area of the terminal.
These points also show discrepancies between the theory and the actual situation at the
terminal. We can therefore say that it is necessary to establish a new traffic regime at the
container terminal and that the workload and the staff's discipline would need to be managed
in a different way during lunch break time.
Therefore my suggestions are the following:
a) Regarding the traffic regime:
A portable modular building or a portacabin should be placed in the middle of the driving
lanes at the height of a lorry's cab so as to enable verbal communication without it being
necessary for the driver to exit their vehicle.
This way the driver could stop next to the modular building housing the dispatch office and
the following operations could be carried out: the driver would receive the documentation
needed and at the same time they could find out at which position the demanded container is
located and how it is positioned. This data is important because the driver needs to know how
to park their vehicle so as to avoid the need for turning the container around by the gantry
crane. The driver would sign the paperwork thus confirming that they have received the
continer to be transported. The dispatch office would also be in charge of operating the entry
ramp, which would enable or prevent the vehicles from entering the terminal. The vehicles
and drivers in the waiting line for documents or other entry conditions to be fulfilled, would
be asked to wait in the parking lot opposite the dispatch office. When the entry condition
would be fulfilled, they could enter the terminal through the dispatch centre and the drive-up
ramp.
From there the driver would go to the loading position of the container. The dispatch office
would then inform the crane operator and the warehouse manager as soon as the
documentation for handing out the container would be printed by the computer. The data
printed state the exact position of the container, its orientation and the condition it is in. The
data also include the number plate of the vehicle and everything about the customs clearance
for the container in question. The data which the crane operator needs for their work and
would show up on a monitor in the cab of the crane includes the position of the container and
its orientation as well as the number plate of the vehicle. After receiving the data the
warehouse manager could then inform assistants on the terminal about what needs to be
done via SW radio.
This way all the needed elements for the loading of a container could be gathered in one place.
For the system to work properly it would be essential that the crane operator or the
warehouse manager would insert the position and the orientation of the container into the
computer as soon as it would be unloaded in the space allotted to it by the warehouse
manager, who would also need to check and note the overall condition of the container and
the seals on it. This task could also be done by assistants at the terminal.
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As the suggestions mentioned propose, it would be necessary to set up a computer network

between the dispatch office, the crane ca band the warehouse office. Also the existing way of
communication via radio SW stations needs to be established or renewed.
b) Regarding work management:
By organizing the workforce in a more efficient manner uninterrupted office hours need to be
established during lunch break, too. This could be done in the following way: there always has
to be one of the crane operators at their workplace, one of the warehouse managers or their
cover needs to be in the warehouse office and the same goes for the dispatcher and their
cover. Thus one half of the team should always be at their respective workplaces and the
other half can go on lunchbreak and afterward they switch places. After two break periods the
original team should work together again. The schedules for the teams should be made by an
expert in the field of work place management.
c) Technical condition of the machinery and devices:
All the machinery and devices needed for uninterrupted work should be in perfect working
order. Especially the gantry crane and assisting systems for the manipulation with containers
are meant by this. The servicing of the machines should be done by a specialised designated
repair shop.
CONCLUSION
On the basis of this paper we can find out that the costs to reach the goal would be repayed by
a better efficiency of the work force, better relations at the work place and less effort in
further working steps. The investment would presumably be repayed in the financial sense
already after six months of normal operations. Changes could be carried out much faster if an
old-fashioned set of mind would not inhibit it in Slovenia. It is foreseeable that such
improvements of logistics problems could also have a positive effect on better and easier
work at the container terminal, where the jobs are usually very hard and demanding. The
majority of the problems could be solved by thoroughly studying solutions of similar
problems at more modern terminals abroad. By trying out adequate solutions at our terminal
we could save time, money and effort, which could help us to develop further and use the
financial means saved to even further develop solutions to such problems from abroad.
LITERATURE AND SOURCES

Allen, G. F., Railways: Past, Present, and Future. New York: William Morrow and
company INC, 1982.
Jakomin, Livij, Transportni sistemi (lectures and notes). Portoro: Fakulteta za Promet
in pomorstvo.
Jakomin, Livij, Transportna sredstva (lectures and notes). Portoro: Fakulteta za
Promet in pomorstvo.
Book of Complaints at the Container Terminal Ljubljana.
The authors personal experience.
Interwiews with employees of the Dispatchers Office at the Container Terminal Ljubljana.

362

CRNA GORA, POMORSKA KOLA, KOTOR

TRIVI MILO, PROF.
SPEC. SCI. MENADMENT U POMORSTVU
ELEMENTI LOGISTIKOG SISTEMA
ABSTRAKT
Logistika, nauna i nastavna disciplina, potie od grke rijei logistikos to znai vjet i
iskusan u procjeni svih elemenata potrebnih za donoenje optimalnih stratekih i taktikih
odluka. Posebno se odnosi na strategiju smjetaja i obezbjeivanja vojske i vojnih formacija na
terenu. Vojna logistika obuhvata transport, smjetaj i obezbjeivanje trupa, kao i transport,
skladitenje i odravanje vojne robe i tehnike. Tako se ta vjetina prenjela i na oblast
poslovanja i transporta, gdje logistiku definiemo kao ukupne aktivnosti u postavljanju,
osiguranju i poboljanju raspoloivosti svih osoba i sredstava, koja su predpostavka, pratea
pomo ili osiguranje za tokove unutar jednog sistema. Logistika predstavlja sistem
rukovoenja i uvida u tokove predmeta rada od njihovog izvora do korisnika, odnosno od
nabavke sirovine do isporuke gotovih proizvoda. Za ostvarenje navedenih zadataka,
neophodno je definisati to predstavlja logistiki sistem, kakva je struktura i podruje
primjene logistikog sistema, kao i sadraj logistikih zadataka i poslova.
Kljune rijei : logistiki sistem; jednostepeni, viestepeni i kombinovani logistiki sistem;
mikro, meta i makro logistiki sistem
1. LOGISTIKI SISTEM
Pod logistikim sistemom podrazumijeva se, u najirem smislu prostorno-vremenska
transformacija dobara i potrebnih informacija u procesu reprodukcije. Pod logistikim
procesima se podrazumijevaju poslovi i zadaci, od kojih zavisi realizacija logistikih usluga.
Logistiki sistem je, jedan od podsistema preduzea (proizvodnja, nabavka, prodaja,
istraivanje, razvoj, marketing i drugo).
Osnovna funkcija logistikog sistema je prostorno-vremenska transformacija dobara, koja se
odvija u procesima :
transporta, pregrupisanja i skladitenja, gdje su bitni procesi tokova dobara
pakovanja i oznaavanja, gdje su bitni procesi pomaganja tokova dobara
dostavljanja i obrada naloga, gdje su bitni procesi tokova informacija
Nesmetano cirkulisanje dobara, izmeu take izvora robe i take isporuke, pretpostavlja
odgovarajuu razmjenu informacija izmeu uesnika u logistikom sistemu. Za logistiki
kompleks je karakteristina povezanost procesa kretanja (transport) i procesa zadravanja
(skladitenje).
To se moe grafiki prikazati pomou mree u kojoj su sve karike meusobno povezane. Tom
mreom, osim robe, putuju ljudi i informacije. Na pojedinim karikama mree, roba se esto
zadrava, da bi se nakon toga nastavila kretati do svog odredita, to jest mjesta isporuke.
Razliito postavljenje karike u mrei predstavljaju i razliite mogunosti kretanja robe od
take preuzimanja do take isporuke. U taki preuzimanja, roba se prima od proizvoaa,
priprema za transport i distribuciju. Nakon transporta u taki isporuke, isporuuje se kupcu
(potroau).
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2.STRUKTURA LOGISTIKOG SISTEMA

Zavisno od toga kako se roba kree mreom, razlikuje se i struktura logistikog sistema, koja
moe biti :
jednostepena
viestepena
kombinovana
2.1. JEDNOSTEPENI LOGISTIKI SISTEM
Jednostepeni logistiki sistem, karakteristian je po tome, to su take preuzimanja robe od
proizvoaa i taka isporuke potroaima ili korisnicima, direktno povezane. Roba se kree
direktno po mrei bez zadravanja i dodatnih procesa skladitenja, sortiranja, ponovnog
pakovanja i drugo.

Slika 1 jednostepeni sistem

Ovaj se sistem primjenjuje kada se roba alje kupcima bez potrebnih usputnih zadravanja.
Jednostepeni logistiki sistem ima prednost u odnosu na ostala dva sistema, jer kod njega
prostor i vrijeme premouju direktnim tokom robe, to se pozitivno odraava na trokove
distribucije.
2.2. VIESTEPENI LOGISTIKI SISTEM
Viestepeni logistiki sistem je karakteristian po isprekidanom toku robe, od take
preuzimanja kod proizvoaa do take isporuke potroaima. Kod ovih sistema, tok robe se
prekida u najmanje jednoj taki. Najei razlozi prekidanja toka su potrebe pregrupisanja
robe u manje ili vee koliinske jedinice.

Slika 2 viestepeni sistem

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U prvom sluaju, roba, u taku prekida dolazi u velikim koliinama. Nakon odreenog
pregrupisanja naputa je u malim koliinama. U drugom sluaju, taka prekida je taka
koncentracije. Roba, do take prekida dolazi u manjim koliinama. Tu se sakuplja, sortira i
pakuje u vee koliinske jedinice i upuuje na taku isporuke.
Ovaj se sistem primjenjuje kada robu nije mogue isporuiti bez dodatnih logistikih procesa
(sortiranje, ponovno pakovanje, grupisanje i slino) na takama zadravanja. Primjena ovog
sistema, posebno dolazi do izraaja, pri otkupu poljoprivrednih proizvoda i obezbjeivanja
regionalnih trita sa velikim koliinama robe iroke potronje.
2.3. KOMBINOVANI LOGISTIKI SISTEM
Kombinovani logistiki sistem karakterie mogunost direktnog i indirektnog kretanja robe
od take preuzimanja od proizvoaa do take isporuke potroaima. Naime, jedan dio robe
se kree direktno bez zadravanja do take isporuke, a drugi dio se privremeno zadrava u
taki prekida, da bi se nakon odreenog pregrupisanja nastavio kretati do taaka isporuke.

Slika 3 kombinovani sistem

3. PODRUJE PRIMJENE LOGISTIKOG SISTEMA
Prema koncepciji, tzv. sistemne logistike teorije, postoje tri sistemna logistika kompleksa, i
to :
mikro- logistiki sistem
meta- logistiki sistem
makro- logistiki sistem
3.1. MIKRO LOGISTIKI SISTEM
Mikro logistiki sistem preduzea, ima zadatak da osigura prevoz, skladitenje i isporuku
robe i materijala i, za to, odgovarajue komunikacione veze i informacije izmeu preduzea.
Elementi mikro logistikog sistema su : skladita, transport, distribuciona mjesta i centri za
upravljanje mikrologistikim procesima. Mikro logistiki sistem ima unutranju
organizacionu politiku. Djeluje u pravnim granicama preduzea. Sistemi mikro logistike
mogu se razlikovati prema zadacima i ciljevima organizacija u kojima djeluju. S obzirom na te
ciljeve, razlikuje se logistika preduzea (poslovna logistika), vojna logistika, bolnika logistika
i slino.
Logistika preduzea ili poslovna logistika se moe ralaniti prema zadacima preduzea u
procesu reprodukcije na : industrijsku, trgovaku, uslunu logistiku i logistiku ostalih
preduzea. Kod industrijske logistike, neophodno je praviti razliku izmeu logistike u pogonu
i meu pogonima, a kod trgovake logistike, izmeu logistike nabavke i logistike distribucije.
Mikro logistikom preduzea se osigurava da svaki dio preduzea bude na vrijeme i uz
minimalne trokove obezbjeen potrebnim predmetima rada (materijali, sirovine, djelovi,
poluproizvodi i slino) i informacijama.
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3.2. META LOGISTIKI SISTEM

Meta logistiki sistemi su, zapravo interorganizaciona politika koja prelazi pravne granice
preduzea. Karakteristini su po kooperativnim odnosima izmeu preduzea koja uestvuju u
premjetanju dobara.
Jedan meta logistiki sistem ne obuhvata cijeli transport robe u jednoj nacionalnoj privredi,
kao ni transportne sposobnosti samo jednog preduzea, ve promet niza preduzea koja rade
u jednom marketinkom kanalu. Ti se sistemi mogu meusobno razlikovati prema vrsti
preduzea koja sarauju pri obavljanju logistikih zadataka. Saradnja moe biti horizontalna,
to jest saradnja izmeu preduzea koja obavljaju usluge na istom nivou logistikih kanala
(npr. izmeu pediterskih preduzea) i vertikalna saradnja, to jest saradnja izmeu preduzea
na razliitim nivoima logistikog kanala (npr. izmeu proizvoaa, transportera, peditera i
potroaa).
Tako je mogua saradnja izmeu specijalizoivanih regionalnih peditera (npr. zajednika
otprema poiljki), transportnih preduzea i razliitih vrsta prevoza ili izmeu iste vrste
prevoza (npr. zajednike radionice za servis vozila, saradnja pri formiranju zajednikog
transportnog lanca), distributivnih centara, proizvodnje i trgovine, kao i izmeu pediterskih i
transportnih preduzea. Opseg i intenzitet saradnje zavisi od udjela pojedinih uesnika koji
uestvuju u ukupnim robnim tokovima logistikog lanca.
Prema tome, putem saradnje se vri podjela rada u logistikom kanalu, to uslovljava niz
prednosti za svako od preduzea koje u njoj uestvuju.
Prednosti saradnje koje se ostvaruju u logistikom kanalu, za pojedine uesnike, ispoljava se
kroz :
smanjenje pojedinih poslova i zadataka u logistikom kanalu (npr. moe se smanjiti
obim skladitenja za isti proizvod na vie nivoa logistikog kanala)
racionalnije korienje transportnih sredstava i opreme, kao i otklanjanje uskih grla u
logistikom kanalu
ubrzavanje robnog toka i poveanje kvaliteta logistikih usluga (npr. ubrzanje robnog
toka moe se postii kroz formiranje transportnog lanca i usklaivanje informacionih
tokova, a bolji kvalitet logistikih usluga se postie ukljuivanjem logistikih usluga, tj.
boljim servisom opsluivanja).
3.3. MAKRO LOGISTIKI SISTEM
Makro logistiki sistem obuhvata mikro i meta logistiki sistem u jedan jedinstven sistem,
koji predstavlja jedan podsistem privrede neke zemlje. Kriterijum za izbor i objedinjavanje
logistikih elemenata u makro logistiki sistem je njihovo uestvovanje u akcijama koje
doprinose prostornom savladavanju i vremenskom skraivanju premjetanja predmeta rada u
procesu reprodukcije.
Logistike aktivnosti poinju (saradnja sa dobavljaima) i zavravaju, van preduzea (kroz
odnose sa kupcima preko kojih se vri plasman proizvoda na trite). Makro logistikim
sistemom, obuhvaene su, ne samo sve logistike akcije preduzea u zemlji, ve i one iz
meunarodne razmjene dobara.
Razvoj raunarske (kompjuterske) tehnologije omoguio je povezivanje i usklaivanje
prevoza robe putem integralnog transporta, i to unutar zemlje i prema inostranstvu. Prema
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tome, makro logistiki sistem ini neposredna okolina u kojoj se nalaze mikro logistiki i
meta logistiki sistemi.
4. SADRAJ LOGISTIKIH ZADATAKA I POSLOVA
Logistiki kompleks se moe razgraniiti prema sadraju logistikih zadataka i poslova na :
sistem dostavljanja i obrade narudbi
transportni sistem
sistem skladitenja
sistem upravljanja zalihama
sistem pakovanja
Ulazne podatke (input) logistikog sistema predstavljaju ulaganja u logistike procese, a
izlazne podatke (output) logistiki uinci i logistike usluge.
Za uspjeno obavljanje logistikih poslova i zadataka uz kvalitetne strune kadrove
neophodan je dobar informacioni sistem. Informacioni sistem ima zadatak da predstavlja
funkcionalnu vezu izmeu elemenata potranje i nosioca distribucije u cilju pribliavanja
proizvoda kupcima.
Informacije se razmjenjuju prije, za vrijeme i nakon toka dobara, one ga izazivaju, prate i
objanjavaju, kontroliu i slijede, te potvruju ili ukazuju na greke. Zato su tokovi informacija
takoe logistiki procesi.
LITERATURA
14. Bloomberg D., LeMay S., Hanna J., Logistika, Zagreb 2006.
15. Dragovi B., Pomorske trehnologije transporta i logistika, Podgorica 2009.
16. Drakovi M., Integrisana marketing logistika u sistemu menadmenta Luke Bar, Kotor
2008.
17. Grdini M., Marketing u pomorstvu i pomorsko trite, Podgorica 2003.
18. Lojpur A., Kuljak M., Menadment, Podgorica 2005.
19. amanovi J., Logistiki i distribucijski sustavi, Split 1999.
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