zbornik radova proceedings - Udruženje inžinjera i nastavnika

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ZBORNIK RADOVA
PROCEEDINGS
Sarajevo, 2012.
1
III MEĐUNARODNI SIMPOZIJ
INTERDISCIPLINARNOST
LOGISTIKE I SAOBRAĆAJA
ORGANIZATORI:
SREDNJA ŠKOLA ZA SAOBRAĆAJ I KOMUNIKACIJE SARAJEVO
UDRUŽENJE INŽENJERA I NASTAVNIKA „IN“
Organizacioni odbor:
mag. Andreja Jelen Mernik ,,Šolski center’’, Celje
dipl. maš. Inž Mimoza Gičevska ,,ASUC - Boro Petruševski’’, Skoplje
dipl. inž. prometa Vlasta Perotić ,,Škola za cestovni promet’’, Zagreb
dipl. saob. inž Zoran Grujić ,,Tehnička škola’’, Zaječar
dipl. inž. maš. Sejad Mujezinović ,,Srednja škola za saobraćaj i
komunikacije’’, Sarajevo
mr. Srećko Kljajić ,,Srednja stručna škola – Ivan Uskoković’’, Podgorica
Programski odbor:
mag. Roman Kranjc ,,Šolski center’’, Celje
dipl. saob. inž. Nikolče Spasovski ,,ASUC - Boro Petruševski’’, Skoplje
dipl. inž. prometa Vlasta Perotić ,,Škola za cestovni promet’’, Zagreb
dipl. saob. inž Kemal Jaganjac ,,Srednja škola za saobraćaj i
komunikacije“, Sarajevo
dipl. saob. inž Goran Pujić ,,Tehnička škola’’, Zaječar
mr. Srećko Kljajić ,,Srednja stručna škola – Ivan Uskoković’’,
Podgorica
Autori: Grupa autora
Urednik: Kemal Jaganjac, dipl.ing.saob.
Grafička obrada: Midhat Tatlić, dipl.ing.saob.
Recezent:Kemal Jaganjac, dipl.ing.saob.
Izdanje: prvo
Izdavač: PRINTER, Sedrenik 74, Sarajevo
Godina izadanja: 2012.
Godina štampanja: 2012.
Štampa: PRINTER, Sedrenik 74, Sarajevo
Primjeraka: 80
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ZBORNIK RADOVA
PROCEEDINGS
III MEĐUNARODNI SIMPOZIJ
INTERDISCIPLINARNOST
LOGISTIKE I SAOBRAĆAJA
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
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04. i 05.10. 2012.godine u organizaciju J.U. Srednje škole za saobraćaj i komunikacije i
Udruženja inžinjera i nastavnika „IN“ organizovan je III stručni i naučni Simpozij pod
nazivom „Interdisciplinarnost logistike i saobraćaja“. Zadatak simpozija je bio
razmjena iskustva iz oblasti logistike i saobraćaja i ostvarivanje kontakta između
nastavnika u obrazovanju, kako bi se unaprijedio kompletan obrazovni sistem.
Na Simpoziju je predstavljeno 25 stručnih radova koji koji su prezentovani u ovom
Zborniku.
Na Simpoziju je održan i redovni godišnji sastanak Programskog i
Organizacionog Odbor Simpozija na kojem su između ostalog doneseni sljedeći
zaključci:
1) Prezentovani radovi su omogućili ispunjenje ciljeva Simpozija;
2) Kvalitet radova je na znatno višem nivou u odnosu na predhodne
simpozije;
3) Sve teme omogućavaju primjenu pojedinih segmenata ili rada u cjlini, kod
istih ili sličnih problema u drugim državama;
4) Simpozij je stvorio pretpostavke za multi djelovanje učesnika iz različitih
država pri rješavanju istih problema, tako da u narednom periodu se
očekuju i takvi radovi;
5) Ostaje problem masovnijeg učešća (R Srbija, R Crna Gora, R Hrvatska i
Bosna i Hercegovina), pa se nacionalnim koordinatorima i ostalim
sugeriše da pokušaju verifikovati ovaj Simpozij kroz program stručnog
usavrašavanja;
6) Nacionalni koordinatori u narednom periodu trebaju izborom radova
osigurati naučno-stručni karakter;
7) Simpozij i dalje ostaje otvoren za druge učesnike, sa akcentom na srednje i
više škole ali ne limitirajući i visoke ustanove;
8) Zaključci i radovi u PDF formatu biće objavljeni na web stranici udruženja
„IN“;
9) Donesena je Odluka da se IV simpozij „Interdisciplinarnost logistike i
saobraćaja“ održi u Celju u terminu 03-05.10. 2013.godine.
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SADRŽAJ / CONTENTS
Alija Šoljić, dipl.ing,saob.
BROJ AKTIVNIH I IZRAĐENIH VOZAČKIH DOZVOLA U BIH U 2011. GODINI
..................
7
Borce Josheski
BEZBEDNOST NA SOOBRAKAJOT PRI KORISTENJE NA MOBILEN TELEFON
.................
19
Dušan Radosavljević
ANALIZA OPRAVDANOSTI POSTAVLJANJA FAST PARKA U ULICI VOJVODE
TANKOSIĆA U NIŠU
.................
37
Mr. sci. Emilija Martinčević, dipl.ing.saobr.- Sabahudin Solak, dipl.ing.saobr.
SISTEM KVALITETA U SREDNJIM STRUČNIM ŠKOLAMA
..................
46
Pujić Goran, dipl. saob. inž.
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 Bogovič, profesorica angleščine in slovenščine
ANGLEŠČINA KOT JEZIK STROKE V PROGRAMIH SREDNJEGA STROKOVNEGA
IZOBRAŽEVANJA: MOŽNOSTI UVAJANJA JEZIKA STROKE V SREDNJEŠOLSKIH
PROGRAMIH LOGISTIČNI IN EKONOMSKI TEHNIK
..................
90
Mеritа Mustаfаi,dipl.sооb.inžеnеr-Ељmir Mustаfаi,dipl.sооb.inžеnеr
TURBО KRUŽNАTА KRSTОSNICА – FАKTОR NА BЕZBЕDNОST NА
SООBRАĆАЈОT
.................
111
Midhat Tatlić, diopl.ing.saob.
ALTERNATIVE ZA LIJEVA SKRETANJA NA RASKRSNICAMA NA GRADSKIM I
PRIGRADSKIM SAOBRAĆAJNICAMA
..................
125
Milan Perić, dipl.inž.saobraćaja
BICIKLISTI KAO UČESNICI U SAOBRAĆAJU
..................
140
Miloš Trivić, prof.
LOGISTIČKI PODSISTEMI
..................
153
Miodrag Miško Mijović
Razvoj brodarstva u Crnoj Gori od 1878. do 1991. godine sa posebnim
osvrtom na razvoj „Jugooceanije” - Kotor i „Prekookeanske plovidbe” - Bar
.................
165
Nadja Ivšić, univ. dipl. inž. kemijskega inženirstva
POMEN OZNAČEVANJA BLAGA V LOGISTIKI
.................
172
Nikolče Spasovski dipl. soob.inž
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TEST KAJ VOZILATA – PREVENTIVNA MERKA ZA PODOBRA KONSTRUKCIJA
NA VOZILATA
.................
192
Petra Selič, prof. nemškega jezika in književnosti
VARNO V PROMET PO NEMŠKO - SPOZNAVANJE IN IZDELAVA PROMETNIH
ZNAKOV PRI POUKU NEMŠKEGA JEZIKA
..................
208
Mr.Kljajić Srećko dipl.ing.saob.
PRIMJENA ODRŽIVE MOBILNOSTI U JAVNOM MASOVNOM PREVOZU
PUTNIKA U PODGORICI
.................
220
PROJEKT »MOTORISTI, ZMANJŠAJMO TVEGANOST VOŽNJE– VOZIMO
ORANŽNO« - Prizadevanje za večjo varnost motoristov v Pomurju
.................
235
Stanislav Levičar, M.Sc.
IMPLEMENTATION OF BENFORD'S LAW BASED VERIFICATION IN LOGISTICS
INFORMATION SYSTEMS
................
253
Kokot Veronika, univ. dipl. inž.
PROMETNA VZGOJA V SREDNJEM STROKOVNEM IZOBRAŽEVALNEM
PROGRAMU LOGISTIČNI TEHNIK
..................
269
Dipl.soob.inž.Prof. Violeta Sekuloska
KAKO DO POGOLEMA BEZBEDNOST VO SOOBRAЌAJOT
.................
283
Vlasta Perotić, dipl. ing. prometa
KAKO OSTVARITI SREDSTVA PREDPRISTUPNE POMOĆI IZ PROGRAMA IPA?
................
301
...............
305
................
317
..................
338
LOGISTIČNA PODPORA V KOMBINIRANEM PROMETU Z ZAMENLJIVIMI
ZABOJNIKI NA KONTEJNERSKEM TERMINALU LJUBLJANA
................
351
Miloš Trivić, prof.
ELEMENTI LOGISTIČKOG SISTEMA
..................
363
mag. Srečko ŠTEINER - Boris ŽIBRAT, dipl.var.
Zlatko Petrušov, dip.soob.iIng
NOVI BEZBEDNOSNI TEHNOLOGII
Tjaša Gerič, univ. dipl. inž. živ. tehn. - mag. inž. log
POMEN POMORSKIH AVTOCEST ZA POMORSKI TOVORNI PROMET
Božidar Žibret, prof. - mag. Roman Krajnc
MESTNE OBVOZNICE
Andrej Prašnikar, univ.dipl.inž.tehol.promDamijan Krašovec, dipl.inž.str.
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J.U. SREDNJA ŠKOLA ZA SAOBRAĆAJ I KOMUNIKACIJE SARAJEVO
Alija Šoljić, dipl.ing.saobr.
BROJ AKTIVNIH I IZRAĐENIH VOZAČKIH DOZVOLA U BIH U 2011. GODINI
Sažetak: Primjenom zakona o osnovama bezbjednosti saobraćaja na putevima u Bosni i
Hercegovini od 2006. godine, nametla se potreba za informacijama o ukupnom broju aktivnih
i proizvedenih/izrađenih vozačkih dozvola na nivou cijele Bosne i Hercegovine.
Cilj rada je da prikupi i objavi broj aktivnih i proizvedenih/važečih vozačkih dozvola u Bosni i
Hercegovini u 2010 – 2011godini, a posebno u 2011 godini kako bi se polučili odgovarajući
zaključci, koji mogu poslužiti u donošenju Strategije sigurnosti drumskog saobraćaja u Bosni i
Hercegovini, za naredni period.
Ključne riječi: Bezbjednist saobraćaja, vozačka dozvola, aktivna i važeča vozačka dozvola,
evidencija, identifikacioni dokument, razmjena podataka.
1.UVOD
U nastojanju da prikupi i objavi sve podatke iz oblasti cestovnog saobraćaja Sektor za
informisanje i dokumentaciju (SID) BIHAMK je pripremio i Informaciju o ukupnom broju
aktivnih i izrađenih vozačkih dozvola u BIH u 2011. godini.
Podaci o broju aktivnih vozačkih dozvola i broju izrađenih vozačkih 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 VOZAČKIH DOZVOLA U BIH
Prema statističkim podacima dobijenim od Agencije za identifikacione dokumente, evidenciju
i razmjenu podataka u Bosni i Hercegovini u protekloj 2011. godini zaključno sa 31.
decembrom/prosincem aktivno je bilo 1.348.388 vozačkih dozvola.
U tabeli 1. dat je prikaz aktivnih vozačkih dozvola u BiH za 2010. i 2011.godinu.
Tabela 1. Ukupan broj aktivnih vozačkih dozvola u BiH u 2011.godini
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Posmatrajući naprijed navedene podatke vidljivo je da je došlo do neznatnog povećanja
ukupnog broja aktivnih vozačkih dozvola i to za 17.669 aktivnih vozačkih dozvola ili 1,33% u
2011.godini u odnosu na 2010.godinu.
Najveći broj aktivnih vozačkih dozvola evidentirano je u Federaciji BiH i to 824.894 ili 61,18
% od ukupnog broja aktivnih vozačkih dozvola na području BiH, u Republici Srpskoj 488.122
ili 36,20 % od ukupnog broja aktivnih vozačkih dozvola na području BiH, dok je u Distriktu
Brčko aktivno 35.382 vozačkih dozvola ili 2,62 % od ukupnog broja aktivnih vozačkih
dozvola na području BiH
Detaljan prikaz broja aktivnih vozačkih dozvola po kantonima u FBiH u 2010. i 2011.godini
dat je u tabeli 2. i dijagramu 1.
Tabela 2. Detaljan prikaz broja aktivnih vozačkih dozvola po kantonima u FBiH u 2010.
i 2011.godini
Ukoliko posmatramo navedene podatke (tabela 2.) o broju aktivnih vozačkih dozvola po
kantonima u FBiH za 2011.godinu primjetan je blagi porast broja aktivnih vozačkih dozvola i
to za 11.866 ili 1,46% u 2011.godini u odnosu na 2010.godinu.
Najveći broj aktivnih vozačkih dozvola evidentiran je u Kantonu Sarajevo i to 173.400 ili
procentualno 21,02 % od ukupnog broja aktivnih vozačkih dozvola na području FBiH u
2011.godini, na drugom mjestu sa veoma malom razlikom u odnosu na Kanton Sarajevo nalazi
se Tuzlanski kanton sa 171.920 aktivnih vozačkih dozvola ili 20,84 % od ukupnog broja
aktivnih vozačkih dozvola na području FBiH u 2011.godini, na trećem mjestu nalazi se
Zeniĉko-dobojski kanton sa brojem od 129.059 aktivnih vozačkih dozvola ili 15,65 % od
ukupnog broja aktivnih vozačkih dozvola na području FBiH u 2011.godini.
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Dijagram 1. Grafički prikaz broja aktivnih vozačkih 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 vozačkih dozvola po kantonima u Federacije BiH, Republici Srpskoj i
Brčko Distriktu.
Slika 1. Prikaz ukupnog broja aktivnih vozačkih dozvola u BiH za 2011.godinu
3. PROIZVEDENO/IZRAĐENO VOZAČKIH DOZVOLA U 2011.GODINI
Svake godine u Bosni i Hercegovini se izrađuje/proizvodi jedan broj novih aktivnih vozačkih
dozvola pa tako i u 2011.godini. Detaljan prikaz proizvedenih vozačkih dozvola u BiH po
mjesecima u 2010. i 2011.godini i razlikom u broju proizvedenih/izrađenih vozačkih dozvola
2010.godine u odnosu na 2011.godinu, dat je u tabeli 3. i dijagramu 2.
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Tabela 3. Detaljan prikaz proizvedenih/izrađenih vozačkih dozvola po mjesecima u BiH
u 2010. i 2011.godini kao i razlika u broju proizvedenih vozačkih dozvola za dvije
predhodne godine
Dijagram 2. Grafički prikaz proizvedenih/izrađenih vozačkih dozvola po mjesecima u
BiH u 2010. i 2011.godini kao i razlika u broju proizvedenih vozačkih dozvola za dvije
predhodne godine.
Posmatrajući podatke prezentirane u tabeli 3. i dijagramu 2. dolazimo do zaključka da je u
Bosni i Hercegovini u 2011.godini došlo do smanenja izrade/proizvodnje novih vozačkih
dozvola i to za 6.654 manje aktivne vozačke 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 vozačkih
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dozvola i to najviše u mjesecu decembru 7.945 ili 9,32 % od ukupnog broja proizvedenih u
2011.godini.
Na dijagramu 3. daćemo grafički prikaz spolne strukture prvi put proizvedenih/izrađnih
vozačkih dozvola u BiH za period januar-decembar 2011.godine:
Dijagram 3. Procentualno učešće prvi put proizvedenih/izrađenih vozačkih dozvola u
BiH za period januar-decembar 2011.godinu prema spolu
razmjenu podataka BiH (IDDEEA) a za period od 01.01.2011.godine do 31.12.2011.godine
evidentirano je 32% izdatih vozačkih dozvola osobama/licima ženskog pola, dok je 68%
izdatih vozačkih dozvola osobama/licima muškog pola.
4. ODNOS BROJA AKTIVNIH VOZAČKIH DOZVOLA I BROJA REGISTROVANIH
CESTOVNIH MOTORNIH VOZILA U BIH ZA 2011.GODINU
razmjenu podataka BiH (IDDEEA), daćemo uporedni prikaz broja registrovanih cestovnih
motornih vozila i broja aktivnih vozačkih dozvola po entitetima/distriktu u BiH za
2011.godinu:
Tabela 4. Ukupan broj registrovanih cestovnih motornih vozila i broj aktivnih vozačkih
dozvola po entitetima/distriktu u BiH za 2011.godinu
5. ZAKLJUČAK
Ukoliko posmatramo navedene podatke o ukupnom broju registrovanih cestovnih motornih
vozila i broju aktivnih vozačkih dozvola u BiH za 2011.godinu primjećujemo da je broj
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aktivnih vozačkih dozvola veći 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
% više aktivnih vozačkih dozvola nego registrovanih cestovnih motornih vozila, u RS 27,92 %
više aktivnih vozačkih dozvola nego registrovanih cestovnih motornih vozila dok u Brčko
Distriktu ima 7,48 % više aktivnih vozačkih dozvola nego registrovanih cestovnih motornih
vozila.
Iz predhodne tabele vidimo da u BiH ima 322.134 više aktivnih vozačkih dozvola nego
registrovanih cestovnih motornih vozila tj. da na 4 aktivne vozačke dozvole dođu 3 cestovna
motorna vozila ili procentualno izraženo 75 % osoba koji posjeduju aktivnu vozačku dozvolu
posjeduju i vlastito motorno vozilo.
Prema podacima Agencije za statistiku BIH1 u BiH živi 3.843.126 stanovnika, ako uzmemo da
prosječno u domaćinstvu žive 3 stanovnika/osobe, dobijemo da u BiH imamo 1.281.042
domaćinstava, što vezano za našu analizu znači da u BiH 80,11 % domaćinstava posjeduje
cestovno motorno vozilo.
LITERATURA
1. Informacija o ukupnom broju aktivnih i proizvedenih/izrađenih vozačkih dozvola u
BIH u 2011. Godini.
Bosansko – Hercegovački Auto –moto klub, Sarajevo, 2011.;
BIH u 2010. Godini.
Bosansko – Hercegovački Auto –moto klub, Sarajevo, 2010.;
3. Polazne osnove strategije sigurnosti drumskog saobraćaja- (2008.-2013.)
Vlada Federacije BIH, Sarajevo, januar 2008.
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HIGH SCHOOL OF TRANSPORT AND COMMUNICATION, SARAJEVO
Ali Šoljić 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 Brčko 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.
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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
BIH u 2011. Godini.
2. Bosansko – Hercegovački Auto –moto klub, Sarajevo, 2011.;
BIH u 2010. Godini.
4. Bosansko – Hercegovački Auto –moto klub, Sarajevo, 2010.;
5. Polazne osnove strategije sigurnosti drumskog saobraćaja- (2008.-2013.)
6. Vlada Federacije BIH, Sarajevo, januar 2008.
18
S.O.U “Riste Risteski – Ricko” – Prilep
Dipl.soob.inž.Prof. Josheski Borche
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 razgovor–socijalno Chit–chat 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.inž.Prof. Borce Josheski
Graduated Traffic Engineer Professor Josheski Borche
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
Dušan Radosavljević dipl. saob. Ing., Visoka tehnička škola
strukovnih studija Niš
Marjana Radosavljević dipl. saob. ing, JKP „Parking servis“ Niš
ANALIZA OPRAVDANOSTI POSTAVLJANJA FAST PARKA U ULICI VOJVODE
TANKOSIĆA U NIŠU
Uvod
Na osnovu Studije stacionarnog saobraćaja za grad Niš koja se primenjuje od maja
2007. godine definisane su dve zone za parkiranje :
 crvena zona (sa oko 1100 pm) u kojoj važi vremensko ograničenje od 60 minuta
i
 zelena zona (sa oko 2100 pm) sa vremenskim ograničenjem od 180 minuta.
Studijom je definisano ko mora, ko treba, ko može, ko ne treba i ko ne sme da parkira u
centralnoj gradskoj zoni. Stanovnici i posetioci od kojih zavisi primarno funkcionisanje
gradskih sadržaja su kategorije koje moraju da parkiraju u centralnoj gradskoj zoni.
Studijom su predviđani 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 Nišu dao je određene rezultate. Analize koje su rađenje nakon pet
godina od uvođenja sistema pokazale su da se stanje u odnosu na period pre uvođenja mera
poboljšalo. Međutim, sa druge strane, uvođenjem režima ograničenog trajanja parkiranja
zadovoljeni su zahtevi korisnika koji moraju i treba da se parkiraju, tj.stanara i kratkoročnih
parkirača. Korisnici koji imaju potrebe za dužim parkiranjem nemaju parkiralište ili garažu u
kojoj bi svoje vozilo mogli da parkiraju bez vremenskog ograničenja. S obzirom na deficit
takvih parking površina u užoj centralnoj zoni problem parkiranja može se rešiti izgradnjom
parking garaže.
Na području centralne zone može se izdvojiti šest lokacija na kojima su povećani
zahtevi za parkiranjem i na kojima postoje realne osnove za sagledavanje mogućnosti
izgradnje parking garaže ili postavljanja fast parka.
Jedna od tih lokacija je i lokacija sa prilazom iz ulice vojvode Tankosića. Ulica vojvode
Tankosića pripada zelenoj zoni za parkiranje. U pomenutoj ulici smešten je Dom zdravlja koji
praktično predstavlja jedini objekat u tom delu zone koji svakodnevno privlači veliki broj
korisnika. U okviru Doma zdravlja postoje tri površine namenjene parkiranju, od kojih je
jedna fizički odvojena, nalazi se neposredno nakon ulaska u pomenutu ulicu, skretanjem u
desnu stranu. Ostale dve parking površine nalaze se u nastavku, posle pešačkog ulaza u Dom
zdravlja. Površine su odvojene stubićima, sa zasebnim ulazima na parkiralište.Prvi ulaz na
parkiralište je kontrolisan parking rampama sa daljinskim sistemom upravljanja,koji se
nastavlja na rampu za ulaz u podzemnu parking garažu u okviru Doma zdravlja. U tom delu se
vrši parkiranje službenih vozila. Na drugom ulazu ne postoji kontrola ulaska i parkiralište je
prvenstveno namenjeno korisnicima Doma zdravlja. Pomenuta parkirališta (ne računajući
parking sa rampama) su kapaciteta oko 80 parking mesta, a zahtevi za parkiranjem su daleko
veći.
Zbog toga se i nametnula potreba da se, zbog nedostatka mesta za parkiranje, analizira
i mogućnost postavljanja fast parka.
37
Fast park je struktura sastavljena od montažnih i polumontažnih elemenata koji se
sklapaju na postojećim parking mestima, a da za to nije neophodno fiksiranje temelja. Može
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 istraživanja
U cilju utvrđivanja stanja parkiranja neophodno je izvršiti istraživanje na osnovu koga
će se utvrditi karakteristike parkiranja na datoj lokaciji. Snimanje je vršeno na parkiralištima
koja se nalaze neposredno pored Doma zdravlja (u daljem tekstu P1) i parkiralištu ispred
Doma zdravlja (u daljem tekstu P2). Snimanje je obavljeno u četvrtak, 5. aprila 2012. godine u
period od 6:30 do 20 časova.
U ovom snimanju vršeno je:
1. popisivanje vozila na ulasku i izlasku sa parkirališta
2. anketiranje korisnika.
Za potrebe JKP “Parking servis “ Niš snimanje su obavili studenti druge godine Visoke
škole strukovnih studija u Nišu - odsek saobraćaj.
2. Prikaz i analiza rezultata
2.1. Prikaz i analiza rezultata na parkiralištu P1
2.1.1. Prikaz i analiza rezultata nezavisnih istraživanja (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
zatečeni
06 dо 07
07 dо 08
08 dо 09
09 dо 10
10 dо 11
11 dо 12
12 dо 13
13 dо 14
14 dо 15
15 dо 16
16 dо 17
17 dо 18
18 dо 19
19 dо 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
0
448
Tabela 1: Nakupljanje vozila i obim parkiranja po satnim intervalima u periodu snimanja
38
Dijagram 1: Nakupljanje vozila
Trajanje
parkiranja
(sat)
dо 1
1 dо 2
2 dо3
3 dо 4
4 dо 5
5 dо 6
6 dо 7
7 dо 8
8 dо 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
prosečno 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
prosečna
Trajnost (min)
95
64
Tabela 3: Osnovne karakteristike parkiranja
81
Iz tabele 3. se vidi da je obim parkiranja za period istraživanja na parkiralištu P1 448, a
maksimalna akumulacija iznosi 65 vozila.Srednja trajnost parkiranja za period istraživanja
iznosi 81 minut.
2.1.2. Prikaz i analiza rezultata zavisnih istraživanja (ankete korisnika)
Anktom su korisnici davali odgovore na sledeća pitanja:
1. Odakle dolazite automobilom?
2. Gde idete peške?
3. Osnovni motiv dolaska? (ponuđeni odgovori: rad, stanovanje, poseta lekara, poslovno,
ostalo)
4. Koliko ste dugo tražili parking mesto? (ponuđeni odgovori: nisam tražio, do 5 min, od 5
do 10 min, duže od 10 min)
5. Da li bi prihvatili da plaćate parkiranje, a da odmah nađete slobodno parking mesto?
(ponuđeni odgovori: da,ne)
6. Koliko bi, po Vašem mišljenju, bila prihvatljiva cena parkiranja za jedan sat?
Rezultati ankete na parkiralištu P1 dati su na dijagramima 3,4 i 5:
Dijagram 3: Raspodela korisnika prema motivu dolaska
40
Dijagram 4: Raspodela korisnika prema dužini traženja slobodnog parking mesta
(levo), raspodela korisnika prema opredeljenju da li bi platili parkiranje (desno)
2.2. Prikaz i analiza rezultata na parkiralištu P2
2.2.1. Prikaz i analiza rezultata nezavisnih istraživanja (brojanja ulaza i izlaza) na
parkiralištu P2
U tabelama 4, 5 i 6 kao i dijagramima 6 i 7 date su osnovne karakteristike parkiranja na
parkiralištu P2:
Sati
Ulaz
Izlaz
Nakupljanje
Obim
zatečeni
06 dо 07
07 dо 08
08 dо 09
09 dо 10
10 dо 11
11 dо 12
12 dо 13
13 dо 14
14 dо 15
15 dо 16
16 dо 17
17 dо 18
18 dо 19
19 dо 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
dо 1
63,41
53
1 dо 2
19,20
10
2 dо3
3,62
4
3 dо 4
1,45
1
4 dо 5
0,36
6
5 dо 6
2,17
14
6 dо 7
5,07
8
7 dо 8
2,90
3
8 dо 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
од 06
до 13
од 13
до 20
од 06
до 20
Obim
za period
maksimalno na sat
minimalno na sat
prosečno na sat
Obrt
120
55
23
45
3,33
188
62
37
53
5,53
276
62
23
49
7,67
Akumulacija
maksimaln
minimalna
prosečna
Trajnost (min)
36
7
29
134
34
12
28
177
36
7
28
158
Tabela 6: Karakteristike parkiranja na parkiralištu P2
Iz tabele 6 se vidi da je obim parkiranja za period istraživanja na parkiralištu P2 276, a
maksimalna akumulacija iznosi 36 vozila. Srednja trajnost parkiranja za period istraživanja
iznosi 158 minuta.
2.2.2. Prikaz i analiza rezultata zavisnih istraživanja (anketa) na parkiralištu P2
Rezultati ankete na parkiralištu P2 dati su na dijagramima 8,9 i 10:
Dijagram 7: Raspodela korisnika prema motivu dolaska (levo) raspodela korisnika prema
dužini traženja 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 parkirališta ili fast parka je jako nezahvalno i jako
teško budući da se bazira na pretpostavkama i podacima dobijenim iz ankete korisnika, a za
koje ne možemo pouzdano da tvrdimo da su istiniti i da realno oslikavaju stav korisnika.
Odgovori dobijeni anketom često i nisu stvarno mišljenje korisnika( često korisnici kažu da ne
bi platili kako bi uticali da se naplata i ne uvodi ili često kažu da ne bi platili, a kada bi se
stvarno našli u situaciji da treba da se plati oni plaćaju). Zato se, pri prognoziranju otplate
predlažu tri prognoze:



Optimistična prognoza,
Realna prognoza,
Pesimistična prognoza.
Sve tri prognoze baziraju se na sledećim elementima:
1.
Izgradnja fast parka koštala 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.
Godišnje bi fast park imao 280 radnih dana
4.
Za obavljanje posla bilo bi potrebno angažovati 2 radnika
5.
Na 2 „proizvodna“ dodata su i 2 „neproizvodna“ radnika
6.
Bruto plata jednog radnika sa naknadom troškova prevoza iznosila bi 57.000
dinara (godišnje za 4 radnika 2.736.000 dinara)
7.
Cena po započetom satu iznosila bi 33 dinara, sa PDV-om, odnosno 28 din. neto
8.
Troškovi kamata na kredit od 48.000.000 dinara, na period od 10 godina, po
indikativnom planu otplate, sa nominalnom godišnjom kamatnom stopom od
6.24% i efektivnom godišnjom kamatnom stopom (ona obuhvata i sve ostale
troškove kredita) od 6.59%, bi bili oko 1.680.000 dinara godišnje
9.
Troškovi naknada za gradsko građevinsko zemljište za 150 parking mesta bi bili
oko 35.000 dinara godišnje
10. Troškovi električne energije, vode, PTT troškovi, i ostali troškovi bi bili oko
30.000 dinara mesečno, odnosno 360.000 dinara godišnje.
3.1. Optimistična 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 započetom satu:
Ukupan dnevni prihod bi iznosio (DP):
DP=724*28*2=40.544 dinara dnevno, ili 11.352.320 dinara na godišnjem nivou
Ukupni troškovi na godišnjem 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 neće prihvatiti da plati parking .
44
Period otplate(PO):
PO=
= 8.92 godina
3.3. Pesimistična prognoza
Ova prognoza se bazira na pretpostavkama da kategorija korisnika koji su se anketom izjasnili
da ne bi prihvatili da plaćaju parkiranje stvarno ne želi da plaća i zato ne dolazi automobilom:
Period otplate(PO):
PO=
= 11.54 godina
Zaključak
Na osnovu izvršenih analiza došlo se do zaključka da bi sa stanovišta nedostatka parking
mesta u ulici vojvode Tankosića bilo opravdano postaviti fast park, kao i da bi postavljanje fast
parka bilo ekonomski isplativo i za preduzeće koje bi obavljalo naplatu parkiranja.
45
J.U. SREDNJA ŠKOLA ZA SAOBRAĆAJ I KOMUNIKACIJE SARAJEVO
Mr. sci. Emilija Martinčević, dipl.ing.saobr.
Sabahudin Solak,dipl.ing.saob.
Solak Sabahudin, dipl.ing.saobr.
SISTEM KVALITETA U SREDNJIM STRUČNIM ŠKOLAMA
SAŽETAK
Tradicionalna uloga znanja i obrazovanja u suvremenom društvu danas je znatno
proširena i uvjetovana je sve većim iščekivanjima u smislu njena utjecaja na intelektualni,
kulturni, socijalni i tehnološki razvoj društvene zajednice. Na tržištu znanja kao i na tržištu
rada događaju se značajne kvantitativne i kvalitativne promjene.
Stoga se pred stručne srednje škole postavlja zahtjev za povećanjem stupnja marketing
orijentacije u njihovom poslovanju. Naime, u situaciji internacionalizacije srednjeg
obrazovanja, nužno je precizno definirati i osmisliti konkurentan proizvod, definirati
odgovarajuću cijenu, lokaciju, odnosno način distribucije i promovirati ga odabranoj ciljnoj
skupini potrošača. U tom smislu znanje marketinga i njegova primjena na specifični proizvod,
odnosno učenike može umnogome olakšati stvaranje konkurentske tržišne pozicije
srednjoškolske obrazovne institucije.
U ovom radu se analizira obrazovna usluga, koja predstavljaju bitnu komponente
marketing koncepcije i tržišnog pozicioniranja kao i neophodnost za uvođenje odjela kvaliteta
u srednjm stručnim školama.
Ključne riječi: obrazovna suluga, reforme obrazovanja, konceptualni model
UVOD
Tema osiguranja kvalitete je oduvijek bila od velike važnosti privatnomsektoru,
posebno u industriji. Međutim, sada je jako važana i u obrazovanju, ali i u ostalim javnim
sektorima. Kvaliteta ostaje najvažniji faktor pri kreiranju vrijednosti usluge za primatelja. S
obziromda je privatni sektor vođa u osiguranju kvalitete, organizacije i institucije u javnom
sektoru moguučiti iz iskustava privatnog sektora.
U današnjem post-industrijskom društvu srednjoškolsko obrazovanje smatra se
temeljnim preduslovom za ekonomski razvoj, kao i za dobrobit i blagostanje svakog pojedinca
i društva u cjelini. Zbog toga je tradicionalna uloga srednjeg obrazovanja i njegovih institucija
kao centara za učenje koje prvenstveno služe akumulaciji i transferu znanja danas znatno
proširena i od institucija srednjeg obrazovanja društvo očekuje puno više: aktivnu uključenost
u znanstvena istraživanja i druge kreativne aktivnosti koje pomjeraju granice znanja, kao i da
budu središta intelektualnog, kulturnog, socijalnog i tehnološkog razvoja društvene zajednice
(Sharp, 1998)1.
U skladu sa dokumentima međunarodnih organizacija (UNESCO, OECD i dr.)danas
seobrazovanje smatra cjeloživotnim procesom koji se ne ostvaruje samo u školskom sistemu,
već i u raznovrsnim organizacijama izvan toga sistema te samoobrazovanjem. U razvijenim
zemljama
svijetavlada
uvjerenje
da
veliki
postotak
stanovnika
treba
stećisrednjoškolskoobrazovanje ako se želi osigurati visoki privredni rast. Zato se
1
Sharp A.M. et al (1988): Economics of Social Issues, 8th ed., Homewood, Ill.: BPI/Irwin
46
usrednjoškolskom obrazovanju traže visokokvalitetni nastavni programi,otvoreni prema
promjenama u znanosti i privredi, te stalnoizmjenjivanje učenja i profesionalnog rada.
U specifičnoj situaciji je tržište poslovnog obrazovanja: informatizacija poslovanja i
obrazovanja, masovna potražnja za poslovnim obrazovanjem, utjecaj globalizacije, porast
specijalizacije i potrebe za diferencijacijom ponude specifičnih znanja, te brojne
institucionalne i tržišne promjene postavljaju dodatne zahtjeve upravo na ovaj aspekt
obrazovanja (Laforge and Haynie, 2006)2.
1. Odgojno obrazovni sistem u BIH
Proces transformacije društva ima osnovu u sistemu odgoja i obrazovanjakoji, po svojoj
ulozi, treba biti usmjeren ka budućnosti. Sistem odgoja i obrazovanja mijenja svrhu zavisno o
stepena razvoja društva. Sadašnji organizacija sistema slijedi obrazac: poučiti - ispitati ocijeniti.Međutim, kvalitet i količina znanja, razvijenost sposobnosti i vještina ubudućnosti
neće se moći usvajati na temelju tog današnjeg obrasca, pa jepotrebno promijeniti sistem
odgoja i obrazovanja prema njegovoj svrsi. Tusvrhu možemo definirati ovako:
 Sistem odgoja i obrazovanja pridonosi ličnom razvoju svakog pojedinca,osposobljava
za kvalitetan život, aktivno i odgovorno sudjelovanje uzajedničkim vrijednostima
ljudskog života i stvaralaštva te pridonosinapretku zemlje u svim područjima
znanstvenog, društvenog, gospodarskogi kulturnog djelovanja i stvaranja.
 Sistem odgoja i obrazovanja, koji omogućuje da svako dijete i/ili odraslaosoba uspije
na najbolji način, potiče razvoj ljudskog kapitala te probitaksvake zemlje.
Prema tome, promjene sistema trebaju pružiti svakomdjetetu, mladoj i odrasloj osobi
široke mogućnosti za uspjeh. Slijedomtoga, potrebno je zamijeniti obrazovanje koje je
utemeljeno namemoriranju obrazovanjem sa obrazovanjem koje potiče kreativnost,
rješavanje problema,primjenu znanja i samoobrazovanje. Tome će pridonijeti
koncepcijacjeloživotnog učenja koja, u skladu s tendencijama u razvijenom svijetu,postaje naš
prioritet, temelj promjena i razvitka. Priprema djeteta za kvalitetan život ovisi prije svega o
njegovimpotencijalima, mogućnostima koje su jedinstvene i neponovljive. Razvoj
tihpotencijala ovisi o ukupnom sistemu odgoja i obrazovanja, a osobito osadržajima,
metodama, kvaliteti međusobnih odnosa između sudionikaprocesa odgoja i obrazovanja te
saradnji roditelja i škole u odgojnoj zajednici,odnosno zajedničkoj odgovornosti za rezultate
odgoja i obrazovanja.
Ako sistem odgoja i obrazovanjaomogući učenicima da usvoje znanja prema
međunarodnimstandardima, da zavole učenje, znanje i razviju vlastite sposobnosti te
shvatešta je to odgovorno djelovanje u demokratskom društvu, BiH će imatisigurnu
budućnost.Novi sistem odgoja i obrazovanja ne smije biti generator nezaposlenosti, jer
jeprošlo vrijeme obrazovne samoizolacije i obrazovanja koje se ostvaruje izvan realnih
životnih okolnosti. Zbog toga obrazovna politika treba:
• omogućiti osobnu orijentaciju u svijetu koji se mijenja te postaje svekompleksniji,
• omogućiti sudjelovanje u oblikovanju osobnog i društvenoga života,
• biti ključ za ulazak na tržište rada i temelj za gospodarski razvitak.
Obrazovni sistem u Bosni i Hercegovini zahtijeva značajne reforme kako bi osigurao
razvoj svakog djeteta i sticanje znanja, vještina i kompetencija za život u 21. vijeku. Potrebno
je promijeniti (osavremeniti) plan i program, nastavne metode i načine 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
uče kada samo slušaju predavanja i pamte činjenice (kao što je to slučaj u našim školama),
nego kada istražuju, eksprimentišu, rade timski, efikasno koriste IT, razvijaju kritičko
mišljenje, stiču sposobnost da argumentuju, zaključuju, analiziraju i dr.Dodiplomsko
obrazovanje i stručno usavršavanje nastavnika mora se značajno reformisati.Za neuspjehe
učenika „niko nije odgovoran“, izostaje podrška učenicima iz ugroženih i marginalizovanih
grupa.Roditelji i zajednica se moraju aktivno uključiti u sve aspekte rada škole, procese
planiranja, odlučivanja i evaluiranja.
Srednjoškolsko obrazovanje proizvodi zanimanja koja su neusaglašena sa potrebama
savremene ekonomije i tržištem rada. Broj mladih, nezaposlenih ljudi se povećava dok su
pojedina zanimanja deficitarna. Ipak, nema značajnijih akcija i reformi koje bi dovele do
smanjenja nezaposlenosti a time, posljedično i do siromaštva i drugih problema. Društvo,
nekonkurentno za izazove 21. vijeka, ide ka stagnaciji i zaostajanju u društvenom, političkom i
ekonomskom razvoju.
Svjesni smo da je zamisao škole budućnosti vrlo rizična i puna neizvjesnosti,jer su promjene
uvjetovane različitim 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 boljimrješenjima.
1.1. Cilj srednjeg stručnog obrazovanja
Savremene tendecije razvoja zemalja tržišne privrede pokazale da se obrazovanje i
stvaranje ljudskih resursa nalaze u vrhu prioriteta nacionalnih strategija i politika socijalnog,
ekonomskog i tehnološkog napretka. Kontinuirane socijalno-ekonomske promjene, ubrzan
naučno – tehnološki razvoj, posebno ekspanzija modernih i postmodernih formi tehnologija
predpostavljaju visoko obrazovanu populaciju koja je u stanju da efikasno participira u
socijalnim procesima i koristi raspoloživu tehnologiju. Razvijena društva na taj način nužno
postaju društva koja uče. Riječ je o oblicima društvenog organizovanja koji se zasnivaju na
znanju i u kojima obrazovanje i učenje imaju status osnovnih instrumenata cijelokupnog
društvenog razvoja, riješavanja osnovnih sruštvenih problema i produkcije socijanih,
ekonomskih i tehnoloških promjena. U društvima koja uče 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 stručnog, postaje imperativ i pretpostavka cijelokupnog socijalno –
ekonomskog razvoja.
Modernizacija društva i usmjerenost ka ekonomskom i tešnološkom razvoju
podrazumjevaju inoviranje kako općih, tako i specifičnih ciljeva strčnog obrazovanja. U tom
smisu stručno obrazovanje treba biti usmjereno na sticanje stručnih znanja i razvoj stručnih
sposobnosti i vještina neophodnih za uspješan rad, dalje učenje i postizanje veće fleksibilnosti
u savlađivanju promjeljiv zahtjeva svijeta i društa u cijelini i veću mobilnost radne snage.
Pored adekvatnog strukturiranja formalnog sistema obrazovanja to podazumjeva i stvaranje
mogućnosti za neformalno i informalno učenje i njihovo čvršće povezivanje, kako bi se
stvorile realne mogućnosti razvoja i obnavljanja znanja i sposobnosti tokom čitavog života.
Osnovni cilj reforme i daljeg razvoja stručnog obrazvanja je njegovo pozicioniranje
među faktore tehničko –tehnološko, socijalno – ekonomskog i individualnog razvoja. Prvi
korak u tom procesu je konceptualizacija razvoja stručnog obrazovanja i ukupnog obrazovnog
sistema drštvenim i individalnim potrebama i mogućnostima sistema. Da bi se obezbijedilo
poboljšanje kvaliteta, transformisao sistem upavljanja i sistem finasiranja obrazovanja, da bi
se uključile interesne grupe i socijalni partneri, obezbjedio efikasan transfer znanja ali i
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sticanje vještina kod svih učesnika u obrazovnom procesu i puno uvažavanje etničkih,
kultrnih i lingvističkih različitosti, neophodna je reorganizacija i reforma strčnog obrazovanja.
Osnovni pristup u razvoju i modernizaciji srednjeg stručnog obrazovanja uslovio je
definisanje njegovih ciljeva. Opći cilj srednjeg stručnog obrazovanja je da obezbjeđuje
mogćnost mladima i odraslima da steknu znanja, vještine i sposobnosti (radne kompetencije)
i zapošljavanje, dalje obrazovanje i učenje. Preciznije, srednje stručno obrazovanje treba da
omogući:
 Sticanje zanimanja i kvalifikacija, odnosno relevantnih radnih kompetencija,
stavova, znanja i vještina neophodnih za rada u određenom podrčju za rad;
 Sticanje inicijalnog i kontinuiranog stručnog obrazovanja i usavšavanja;
 Obezbjeđivanje neophodnih predslova za dobijanje posla i ekonomsku nezavisnost;
 Razvoj sposobnosti, talenta i potencijala i lično samoispunjenje.
1.2. Sistem kavaliteta usluga u obrazovanju
Srednje stučno obrazovanje predstavlja sistem koji nudi usluge odgoja i obrazovanja.
Usluge koje se u današnje vrijeme nude trebaju imati upotrebnu vrijednost kako bi se mogle
plasirati na tržište rada. Odgovorna Ministarstva za obrazovanje i srednje stručne škole nisu
pratile razvoj sistema kvaliteta i uvođenje ISO standarda u školstvu i kako rezutat tome javlja
se sve veći broj srednjoškolaca koji nemaju upotrebnu vrijednost na tržišt rada i svoje mjesto
nalaze na biroima.
Shodno tome, neophodno je uz modernizaciju i reformu obrazovanja, uvesti u srednjim
strčnim školama i odjel sistema kvaliteta i upravljanje kavlitetom koji će pratiti dešavanja na
tržištu rada i prilagođavati učenike tržištu i na taj način pripremati učenike kao i nastavno
osoblje promjenama. Sistem kvaliteta predstavlja spoj unutrašnje i vanjske kontrole koji ima
za cilj ponuditi što bolju obrazovnu usugu na tržištu.
Sistem kvaliteta, kako uređeni skup pojedinačnih dijelova u jednoj cjeini, čine
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 greške i slabosti
svele na minimum. Ovim sistemom se korisnicima usluga garantje trajnost kvalitetne usluge i
na taj način omogućava ostvarenje poželjnih rezultata. Njegovim dosljednim sprovođenjem
svi planovi za realizaciju usluge baziraju se na tržišnim potrebama i na taj način 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, učenika i duštva. U takvim uslovima sve aktivnosti su planirane i
realizovane na osnovu unaprijed sagledanih tržišnih potreba i tako se uslugama, kao
zajedničkim rezultatom, zadovoljavaju potrebe korisnika. Sistem kvaliteta je vrlo složen
proces zbog čega je neminovan organizovan i planski pristp za njegovo uvođenje, unapređenje
i održavanje. Potrebno je predhodno obezbjediti odgovarajuću organizacionu strukturu,
kadrovsku i tehnološku opremljenost, a posebno poslovnu klimu koja se ispoljava i
karakteriše preokupiranošću zaposlenih (od najnižih do najviših rangova u hijerarhiji rada i
rukovođenja) sa odvijanjem svih procesa i aktivnosti u skladu sa sistemom kvaliteta i
marketing posovnom filozofijom, tj.:
 Politiku kvaiteta;
 Organizaciju za obezbjeđenje kvaliteta;
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 Odgovarajuće resurse za kvalitet;
 Odgovarajuću dokumentaciju;
 Odgovarajuće postupke za spovođenje aktivnosti i radna mjesta koja su neophodnaza
sprovođenje 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 uvođenje i razvoj sistema kvaliteta i upravljanja kvalitetom jedno je od bitnih
pitanja.Poslovi uvođenje i razvoja sistema kvaliteta i upavljanja kvaliteta u srednjim stručnim
školama mogu se organizovati na razne načine, počev od zaduženja pojedinca, pa do
organizovanja čitavih službi. Pri tome je bitno da se u oganizaciji definišu i odgovornosti
pojedinaca, službe. Za plansko uvođenje sistema kvaliteta neophodno je pripremiti
odgovarajući program.
Njime se, precizira: politika kvaiteta i organizacija za njenu
realizaciju, sistem kvaliteta i način njegove potpne realizacije, način usklađivanja procesa sa
tačno određenim metodama i postupcima, kontrola izvršenih poslova, sistem za poboljšanje,
način mjerenja izvršenih poslova, način prispitivanja sistema za poboljšanje.
Prijelaz s kontrole na preventivu znači obuhvačanje svih poslova koji utjeću na kvalitetu
usluga.Taj se prilaz u svijetu postupno razvijao kroz različite faze. Najprije je bio orijentiran
na "inspekciju" ili kontrolu, zatim na ocjenu procesa, a nakon toga na osiguranje kvalitete i
potpuno upravljanje kvalitetom.
Sadašnje stanje obilježavaju 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 STRUČNIM ŠKOLAMA
Iz statističkih podataka i analizi situacije na području BiH, evidentirani su niz problema u
obrazovanju, koji bi se uvođenje odjela sistema kvaliteta u srednjim stručnim školama, mogli
minimizirati. Kao najveći problemi sa kojima se srednje stučne škole susreću su:
 Neusaglašenost NPP na državnoj i kantonalnoj razini;
 Dvije škole pod jednim krovom;
 Mreža škola i programa je neracionalna i skupa;
 Nizak obrazovni standard s malim brojem školskih zgrada, radom u višesmjena,
neadekvatno opremljenim školskim prostorima koji ne potiču ine motiviraju
dovoljno, nedovoljna opremljenost školskih radionica ipraktikuma ili čak potpun
izostanak opreme i radionice, nedostatakudžbenika, stručne literature iračunala.
 Nedovoljno se ulaže u stručno usavršavanje nastavnika jer se rijetkoorganiziraju
seminari i savjetovanja na kojima se predstavljaju novetehnologije, a još rjeđe
radionice u kojima bi nastavnici mogli provjeritisvoje sposobnosti i operativnu
primjenu svojih znanja. Rezultat je niskarazina usvojenih znanja i vještina učenika.
 Sadržajno i metodički neadekvatno programiranje nastavnih sadržaja
itradicionalna organizacija nastave, ne omogućuju kreativnostnastavnika i izbor
obrazovnih putova po mjeri učenika.
 Horizontalna i vertikalna prohodnost nastavnih programa nije preciznokoncipirana
i često onemogućuje učenicima ostvarivanje osobnihobrazovnih ciljeva.
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



direktorima škola nedostaju znanja iz školskog menadžmenta, a čestonisu ni
pedagoški ni psihološki osposobljeni za uvođenje inovacija unastavni proces u
školi. S obzirom na to da nema vanjske valorizacijerada škola, nemoguće je odrediti
stvarnu kvalitetu škola i kvaliteturukovođenja školama.
Metodika nastave se desetljećima ne mijenja. Dominira predavaćkametoda, učenici
moraju memorisati velik broj činjenica. Praktičnase nastava često izvodi u obliku
vježbi ili demonstracija nastavnika, a nekao stvarna praktična izobrazba učenika.
Razlozi za to su vrlo često uneadekvatno opremljenim školskim radioničkim
prostorima i nedovoljnoosposobljenim nastavnicima odnosno stručnim učiteljima.
Mjesta za obrazovanje u programima stručnih škola su neadekvatna, a veza između
školovanja istvarnog života, prakse i poslova koji će se obavljati nakon
završetkaškole najčešće se ne ostvaruje.
Utjecaj privrednih grana na obrazovni sistem je zanemariv, a nemapartnerstva onih
koji su po prirodi društvenih događaja pozvanisudjelovati u kreiranju obrazovnog
sustava.
Za minimiziranje navedenih problema, osim političke volje, neophodan je i sasvim
drugačiji pristup odgojno obrazovnom sisemu. Kao jedan od prijedloga za uvođenje 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
utiču na kvalitet organizacije i usluga koje ona pruža.Većina istraživanja u ovoj oblasti se
oslanja na Quality Gap modelčiji su autoriParasurman, Zeithaml i Berry.
Quality Gap model je dao suštinski doprinosrazumevanju strukture kvaliteta i faktora
koji na njega utiču. Model omogućavaidentifikovanje gepova, koji se mogu pojaviti i
organizaciji rada. Gep je razlikaizmeđu očekivanja korisnika u vezi sa uslugom i opažanja
stvarno pruženeusluge. Prema Parasuramanu, gepovi predstavljaju značajne
preprekeupostizanju zadovoljavajućeg nivoakvaliteta usluge.Postojičitav niz neslaganja ili
gepova koji se odnose na opažanje kvalitetausluga sa aspekta menadžera i zadataka u vezi sa
pružanjem uslugakorisnicima. Ovi gepovi mogu biti glavna prepreka nastojanjima da se
pružiusluga koju korisnici opažaju kao visoki kvalitet.
 GEP 1 Očekivanja korisnika.Opažanje menadžmenta. Neslaganja između opažanja
menadžera i očekivanja korisnika.Menadžeri uslužnih organizacija ne shvataju uvek
unapred kojekarakteristike za kupca znače visoki kvalitet, koje karakteristikeusluga
mora posedovati kako bi ispunila očekivanja korisnika i kojinivo performansi tih
karakteristika je potreban da bi se pružila uslugavisokog kvaliteta.
 GEP 2 Opažanje menadžmenta – Specifikacija kvaliteta usluge. Neposvećenost
menadžmenta kvalitetu ili ograničenja (resursi iliuslovi na tržištu) koja sprečavaju
menadžment da pruži uslugu kakvukorisnik očekuje.
 GEP 3 Specifikacija kvaliteta usluge – Pružena usluga. Teškoće u standardizaciji
performansi zaposlenih,čak i kada postojiuputstvo za pružanje usluge i postupak sa
korisnicima.
 GEP 4 Specifikacija kvaliteta usluge – Spoljne komunikacije. Oglašavanje u medijima i
drugi načini komunikacije mogu uticati naočekivanja korisnika. Obećati više nego što
se može pružitiće podićiinicijalna očekivanja aliće i sniziti opažanje kvaliteta ako
obećanjanisu ispunjena. Takođe organizacija može propustiti da informišekorisnike o
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posebnim naporima za obezbeđenje kvaliteta koji nisuvidljivi sa aspekta korisnika i
tako da utiče na korisnikova opažanjapružene usluge.
 GEP 5 Očekivana usluga – Opažena usluga.Razlika između očekivane i opažene usluge
kod korisnika nastajekao neminovna posljedica prethodnačetiri gepa.
ZAKLJUČAK
Srednje stručne škole koje nude kvalitet i vrijednosti u ponudi svojih obrazovnih
usluga će najvjerojatnijerasti i napredovati. Takve stručne škole ostvaraju pogodnosti kao što
su jača lojalnost učenika, roditelja iosoblja, niža osjetljivost na ekonomske promjene,
sposobnost vladanja višim prihodima i veća autonomijaod državne u razvijanju vlastite
politike razvitka. Neke stručne škole osjećajuprobleme pri nošenju s rastućim potrebama
učenika i zadržavanjem nastavnog osoblja.Neki od razloga mogli bi biti da i učenici i nastavno
osoblje percipiraju drugu stručnu srednju školu kao onu koja pružavrjednije obrazovanje u
smislu kvalitete (priznavanje, razvoj karijere, usluge i potpora učenicima, itd.). Stoga postaje
imperativ za srednju stručnu školu osigurati da su upravo njihove uslugeone koje su u
potražnji. Kako bi se osigurala socijalna uloga srednjih stručnih škola, državamora razviti i
implementirati razne strategije kojima će se razviti srednjoškolsko obrazovanje koje će
istovremenobiti i kvalitetno i dostupno učenicima. Rast i razvoj metodologija osiguranja
kvalitetete implementacija rezultata evaluacija i njihovih preporuka, institucionalno i
socijalno, ključan jefaktor u postizanju tog cilja.
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HIGH SCHOOL OF TRANSPORT AND COMMUNICATION, SARAJEVO
Mr.sci.Emilija Martinčević, 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 .
3
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,
4
Lafroge, B., Haynie, M. (2006), Creating an Effective Learning Environment: It's about People, Experiential
Classroom, Syracuse University, Syracuse, USA
54

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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 sruštvenih 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 tešnološkom imply
innovation in general, and specific goals strčnog 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.
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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 drštvenim 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 strčnog.
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 podrčju 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 preokupiranošću 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 spovođenje 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
višesmjena, 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.
57
 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 pruža.Većina 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. Neposvećenost
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
Tehnička Škola – Zaječar
Pujić Goran, dipl. saob. inž.
PRIMENA I OGRANICENJE PRIMEME ITS – A U REPUBLICI SRBIJI
Sažetak
Inteligentni transportni sistemi u modernom drumskom saobraćaju imaju sve veći i
veći značaj. Mnoge razvijene pa i slabo ravijene zemlje uvode određene oblasti iz ovih sistema
i uspešno ih implementuju u već postojeći sistem odvijanja drumskog saobraćaja. Inteligentni
transportni sistemi, ukratko, su takvi sistemi koji primenjuju telekomunikacione i
informacione tehnologije u određene oblasti drumskog saobraćaja 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 uvođenje ovakvih sistema u Srbiji pa i u
zemljama regiona je sigurno novac, kao i ne postojanje određene arhitekture i postavljenih
ciljeva. Na ovom polju, saradnje između zemalja regiona je sigurno izuzetno važna.
Ključne reči: Inteligentni transportni sistemi, telekomunikacione i informacione
tehnologije, arhitektura, postavljeni ciljevi.
Uvod
Glavni razlog za uvođenje telekomunikacionih i informatičkih tehnologija u drumski
saobraćaj je u početku bilo poboljšanje bezbednosti saobraćaja uz, ujedno, poboljšanje i
efikasnosti odvijanja saobraćaja. Kasnije su se te tehnologije sjedinele u jednu novu oblast pod
nazivom „Inteligentni transportni sistemi“
Uprkos mnogim merama poboljšanja bezbednosti koja su urađena u poslednjih
dvadesetak ili čak tridesetak godina broj saobraćajnih nezgoda se i dalje povećava, međutim
učinjen je napredak na polju pasivne bezbednosti, tj. broj poginulih u saobraćajnim
nezgodama se smanjuje. Sva ova poboljšanja su pratila velika finansijska ulaganja što od
strane javnog sektora (izgradnja i rekonstrukcija puteva), što od strane privatnog
(proizvodnja vozila i aplikacija na vozilima). Kao rezultat svih ovih poboljšanja neke faze
sudara su poboljšane kao što su faze pre, za vreme i posle sudara, međutim jedna od
najvažnijih faza sudara - ,,neposredno pre“- je ostajala bez poboljšanja. Poboljšanja u ovoj fazi
su bila nemoguća bez odgovarajuće tehnologije koja je postala dostupna tek zadnjih deset
godina. Te tehnologije se odnose na korišćenje određenih aplikacija inteligentnih transportnih
sredstava. Njihova funkcija se sastoji u pružanju pravo vremenih informacija vozačima na
osnovu kojih bi oni na pravi način reagovali, preuzimanje kontrole nad vozilom u slučaju
opasnosti i olakšavanje nekih rutinskih vozačkih zadataka. Inače veliki broj nezgoda se dešava
iz razloga što vozači zbog nesavršenosti ljudskog organizma (nemogućnosti brzog reagovanja)
ili zbog nekog spoljnjeg uticaja nemaju dovoljno vremena da reaguju u pojedinim situacija što
za posledicu ima izazivanje saobraćajne nezgode.
Naravno inteligentni transportni sistemi, i ako dominiraju u oblasti bezbednosti
saobraćaja, ne omogućavaju samo poboljšanje bezbednosti saobaraćaja. Tu je veliki broj
sistema koji omugućavaju efikasnije odvijanje saobraćaja kao i jednostavniju organizaciju
saobraćaja, kako drumskog tako i intermodalnog. U daljem tekstu ovog rada biće urađenja i
kratka retrospektiva ovih sistema ali će se akcenat baciti na mogućnosti primene ovih sistema
u Republici Srbiji, na probleme koji su veani za njihovu primenu i potecijalna rešenja. Kako je
60
je srednjoškolsko obrazovanje srž ovog simpozijuma deo reda posvećen je i mestu
srednjoškolskog obrazovanja u arhitekturi primene ovih sistema.
1. Šta je ITS?
ITS ili Inteligentni transportni sistemi su zajednički naziv za raznovrsne napredne
transportne tehnologije vezane za drumski saobraćaj koje pokušavaju da pomognu u vožnji,
poboljšavaju kapacitet i efikasnost putnog sistema, utiču na poboljšanje bezbednosti i
asistiraju transportnim agencijama i organizacijama u upravljanju svojim uređajima i
objektima kao i regulisanju saobraćaja. Inteligentni transportni sistemi su sačinjeni od širokog
opsega žičnog i bežičnog prenosa informacija i elektronskih tehnologija. Ovi sistemi čine
sastavni deo kako infrastrukture tako i vozila, čime poboljšavaju bezbednost i efikasnost
saobraćajnog sistema. Za pionire u ovoj oblasti se smatraju SAD i Japan, dok su se malo kasnije
uključile i zemlje zapadne Evrope. Prema tome, u zavisnosti od zemlje koje vrši razvoj ovih
sistema postoje različite definicije ITS – a, koje govore o istoj stvari samo na različite načine.
Definicije se generalno mogu podeliti na dve grupe: one koje su hardveski orijentisane i one
koje su softverski orijentisane. Kod hardverski orijentisane ključne reči su saobraćaj,
prikupljanje podataka, komunikacione veze, upravljački centar i ona glasi:
ITS pretstavlja primenu računarskih, informacionih i komunikacionih tehnologija na
mreži saobraćajnica i u transportnim jedinicama koje vrše prevoz putnika i robe.
Kod softverski orijentisane definicije ključne reči su saobraćaj, korisnik, inteligentna
optimizacija sa ciljem povećanja efikasnosti i bezbednosti:
ITS je prilagodljiva, inteligentna integracija vozila, vozača i transportnog sistema radi
efikasnijeg i bezbednijeg odvijanja saobraćaja.5
Ove dve definicije ne ukazuju na njihovu nekompatibilnost, već ukazuju da se ITS
analizira, istražuje i primenjuje na različitim nivoima. Može se reći da su hardveske definicije
više orijentisane ka industriskim proizvođačima određenih aplikacija inteligentnih
transportnih sistema, dok su softverske definicije karakteristika naučno istraživačkih radova.
Što se tiče podele inteligentnih transportnih sistema i one se razlikuju u zavisnosti od
toga da li je reč o Japanskoj ili Američkoj podeli ovi sistema. SAD vrše podelu ovi sistema na
inteligentnu inftrastrukturu (Intelligent infrastructure) i inteligentna vozila (Intelligent
vehicles). U okviru inteligentne infrastrukture se nalaze:

Upravljanje gradskim saobraćajnicama – Artirial Menagment

Upravljanje autoputevima – Freeway Menagment

Upravljanje tranzitnim saobraćajem – Transit Menagment

Upravljanje incidentnim situacijama – Incident Menagment

Upravljanje službama hitne pomoći – Emergency Menagment

Elektronska naplata putarina – Electronic Payment

Putničke informacije – Traveler Information

Upravljanje informacijama – Information Menagment

Prevencija sudara i bezbednost – Crash Prevention and Safety

Funkcionisanje puteva i njihovo održavanje – Roadway Operations and
Maintenance

Upravljanje stanjem kolovoza usled vremenskih prilika – Road Weather
Menagment
5
Uvođenje oblasti ITS u obrazovni proces na tehničkim fakultetima
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

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 podrške vozačima – Driver Assistance Systems6
Za razliku od Amerikanaca, Japanci imaju malo drugačiju podelu ITS – a. Prvo oni ITS
smatraju razvojnom oblašću 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 podrške bezbednijoj vožnji

Optimizacija upravljanja saobraćajem

Povećana efikasnost upravljanja putevima

Podrška javnom prevozu

Povećana efikasnost funkcionisanja komercijalnih vozila

Podrška pešacima

Podrška funkcionisanja vozila hitne pomoći7
Ova Japanska podela inteligentnih transportnih sistema se više odnosi na tip usluge
koje su ovi sistemi u stanju da pruže. Može da se uoči da su ove dve grupe podela praktično
iste stim što je Američka podela malo detaljnija.
Među svim ovim sistemima prioritet u razvoju imaju sistemi koji spašavaju ljudski
život, to se pre vega odnosi na grupu sistema koji upozoravaju vozače na mogući (preteći)
sudar, asistiraju vozačima ili preuzimaju kontrolu nad vozilom u slučaju opasnosti.
ITS objedinjuje jednu ideju koja deluje futuristički. Naime, svi ovi sistemi muđusobno
povezani omugućavaju formiranju sistema potpuno automatizovane vožnje (AHS - Automated
Highway System). Ukratko to je sistem koji omugućava upravlje vozilom bez vozača, tj. vozač
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 saobraćaju (usled
zastoja) budu gotovo eliminisani.
2. Razlozi uvođenja ITS – a
Iako iteligentni transportni sistemi pružaju široki spektar usluga u oblasti drumskog
saobraćaja i transporta (kao što su smanjenje zagušenja, povećanje kapaciteta saobraćajnica,
smanjenje emisije štetnih gasova itd.). Njihov osnovni razlog razvoja je proistekao iz želje za
smenjem broja saobraćajnih nezgoda i broja nastradalih u njima.
Faktori koji doprinose sudarima na putevima, pogotovu oni koji za posledicu imaju
smrt ili teške telesne povrede su bili tema obimnih istraživanja. Proizvođači automobila kao i
njihovi snadbevači su potrošili mnogo godina kao i milijarde dolara na istraživanja, razvijanje
i uvođenje uređaja i opreme za poboljšanje bezbednosti motornih vozila. Države su težile
poboljšanju putne infrastrukture na kojima ova vozila saobraćaju kao i poboljšanju
performansi vozača.
6
7
www.itsoverview.its.dot.gov
www.mlit.go.jp
62
Jedan način na koji istraživači uokviruju problem bezbednosti na putevima je
razdvajanje sudara motornih vozila na faze pre i posle sudara. ,,Izbegavanje sudara“ (Crash
avoidance) je termin koji se često koristi da se opišu poboljšanja na vozilima, putnoj okolini i
performansama vozača kojima može da se smanji verovatnoća da će se sudar desiti. ,,Zaštita
od sudara“ (Crash protection) i ,,vrednost sudara“ (Crashworthiness) su termini koji se odnose
na poboljšanja na vozilima i putnoj okolini koji mogu da smanje težinu saobraćajnih nezgoda –
na primer, štiteći putnike u vozilu i smanjenju udarnih sila tokom sudara. Poboljšanja u
,,vrednosti sudara“ i drugim merama zaštite putnika u automobilima tokom sudara su bili
tema mnogih programa bezbednosti vozila i puteva.
Isto tako motorna vozila su postala više zaštitnička 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 točak
upravljača i dodatne sisteme zaštite u vidu vazdušnih jastuka.
Poboljšanja u ,,izbegavanju sudara“ su se pokazala kao veoma teško dostupna, najviše
zbog toga što na mogućnost sudara utiče niz kompleksnih i povezanih faktora koji uključuju
vozače, vozila, put i okolinu. Ovde u prvi plan iskače ljudski faktor – vozač. Greške vozača i
njegove loše performanse prouzrokovane od faktora koji rangiraju od trenutka ometanja do
vožnje pod uticajem alkohola su glavni uzročnici većine saobraćajnih nezgoda. Da bi
nadoknadili i poboljšali performanse vozača, proizvoćači automobila usresredili su skoro svu
svoju pažnju na izradu vozila sa uređajima koji bi bili lakši za upotrebu i prilagodljiviji
vozačima – na primer, kroz bolje kočenje, bolju stabilnost, upravljivost i vidljivost. ABS,
dodatna visoko podignuta stop svetla na zadnjem vetrobranskom staklu, jači farovi, upotreba
LED dioda umesto klasičnih sijalica su samo primeri neke od oprema vozila stvorenih sa
ciljem da pomognu vozačima u rutinskim i opasnim situacijama.
Uprkos mnogim merama ,,izbegavanja sudara“ koje su učinjene, greške vozača i dalje
ostaju najvažniji uzrok saobraćajnih nezgoda. Tako reći od svih uzročnika saobraćajnih
nezgoda (vozilo, vozač, put i okolina) ljudski faktor, tj. vozač, učestvuje sa oko 90 %.
Eliminisanjem čoveka kao izazivača saobraćajnih nezgoda broj poginulih u saobraćajnim
nezgoda bi se drastično smanjio.
Slika 2.1. Presek uzroka saobraćajnih nezgoda kao posledica ljudskih faktora8
Analizirajući saobraćajne nezgode kao posledice ljudskih faktora (slika 2.1.), vidi se da
ljudske greške neposredno pre saobraćajne nezgode kao što su kašnjenje u reagovanju, greške
8
www.ahsra.or.jp
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u proceni i nepravilnom upravljanju vozilom čine oko 75 % svih saobraćajnih nezgoda.
Kašnjenje u reagovanju je posebno veliki faktor koji učestvuje sa oko 47 %. Kako bi se smanjio
broj saobraćajnih nezgoda neophodno je preduzeti nove kontramere u trenutku ,,neposredno
pre“ nastajanja saobraćajne nezgode. Kontramere za smanjenje saobraćajnih nezgoda se
grupišu u 4 grupe (slika 2.2.) i to: ,,pre“, ,,neposredno pre“, ,,tokom“ i ,,neposredno posle“, i
,,posle“ saobraćajne nezgode.
Slika 2.2. Četiri grupa mera za smanjenje broja saobraćajnih nezgoda
Veliki napori su učinjeni kako bi se sprovele mere iz oblasti ,,pre“ saobraćajnih nezgoda
kao i kod mera za vreme trajanja nezgode i posle saobraćajne nezgode koje se odnose na
smanjenje težina saobraćajnih nezgoda. Ove mere su već bile spomenute na početku izlaganja,
a uglavnom se odnose na poboljšanje putne mreže, instaliranje saobraćajne opreme i
edukaciju učesnika u saobraćaju. Kao posledica ovih napora broj nastradalih se smanjuje.
Sledeća grupa mera se odnosi na mere koje je potrebno preuzeti ,,neposredno“ pre
nastanka saobraćajne nezgode kako bi se uticalo na smanjenje broja saobraćajnih nezgoda. Na
žalost do skora mere iz ove oblasti nisu mogle da se preduzmu zbog nedostataka tehnologija
koje bi dejstvovale na vreme i omogućile sprečavanje sudara. Kako se krajem osamdesetih
godina prošlog veka pojavljuje informatička revolucija koja je posledica ubrzanog razvoja
elektronike pojavljuju se jedni novi tehnološki sistemi vezani za drumski saobraćaj i transport
– Inteligentni transportni sistemi – ITS. Radi ostvarenja cilja smanjenja ukupnog broja
saobraćajnih nezgoda moramo se fokusirati na ovu oblast mera (,,neposredno pre“
saobraćajnih nezgoda), koje su tehnički neostvarljive bez primene ITS – a. U verovanju da
postoji veliki neiskorišćeni potencijal za smanjenje broja saobraćajnih nezgoda poboljšanjem
performansi u vožnji širom sveta razvijaju se nova istraživačka oruđa koja bi pomogla u vožnji
u vidu informacionih sistema, sistema kooperacije između vozila i između 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 saobraćajne nezgode se
odnose na ublaživanje povreda učesnika u saobraćajnim nezgodama koje se ostvaruju uz
primenu pojaseva, vazdušnih jastuka (što bočnih, što frontalnih), kao i korišćenje ramova koji
apsorbuju energiju sudara.
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Grupa mera posle sudara se odnosi na pravovremeno delovanje službi koje pružaju
medicinsku pomoć povređenim u saobraćajnoj nezgodi, kao i analize saobraćajnih nezgoda
kako bi se izveli zaključi o uzrocima saobraćajnih nezgoda i oceni primene odgovarajućih
mera poboljšanja bezbednosti saobraćaja (kao i mera preduzetih neposredno pre nastanka
saobraćajne nezgode).
Osim bezbednosti saobraćaja, inteligentni transportni sistemi su našli i primenu i kod
povećanja evikasnosti odvijanje saobraćaja i povećanja kapaciteta postojećih saobraćjnica
(Elektronska naplata putarine, pametne raskrsnice, upravljanje saobraćajem u različitim
vremenskim prilikama).
Uvođenje inteligentnih transportnih sistema ne bi bilo moguće bez raspodele
finansiskih sredstava. Naime, cela koncepcija inteligentnih transportnih sistema je zamišljena
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 najviše odnosi na sisteme koji se odnose na poboljšanje bezbednosti, kao što su
sistemi koji upozoravaju na sudar, sistemi za ibegavanje sudara kao i određene podrške
vozačima) dok bi javni sektor podneo deo ulaganja koji se odnosi na infrastrukturu.
Ova podela finansijskih sredstava bi trebalo da bude i osnova za uvođe Inteligentnih
transportnih sistema i u Srbiji.
3. ITS u Republici Srbiji
O inteligentnim transportnim sistemima u Srbiji u poslednjih para godina se dosta
priča, ali dalje od te priče 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 opšte
inteligentni transportni sistemi. Ako inteligentni transportni sistemi u Srbiji imaju neki
početak onda je on sigurno na fakultetima i višim školama. Mora se priznati da je to i dobra
polazna tačka. Na ovaj način se stvrara dobra atmosfera za stvaraje budućih kadrova koji će
moći na određeni način da upravljaju ovim sistemima u skorijoj budućnosti. Naime, nesporno
je da će 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 (što na srednjoškolskom, što na nekom višem nivou) i dalje izostaje.
Dovoljno je napomenuti da praktično ne postoji ni jedan udžbenik napisan na srpskom jeziku
(ili bar preveden neki strani) na ovu temu. Zastupljenost ITS – a u obrazovanju svodi se na
istraživački rad profesora ili studenata, ili zastupljenost pojedinih delova ITS – a, u okviru
nekih drugih predmeta koji izučavaju saobraćajnu struku. Tako da se stiče utisak da nepostoji
adekvatan kadar (na prvo mesto se misli sa određenom praksom) koji bi izučio, tj bio
kvalitetan predavač iz ove oblasti.
Inteligentni transportni sistemi zahtevaju velika finasijska ulaga i tu je u principu i
glavnim problem uvođenja inteligentnih transportnih sistema, kako u Srbiji tako i u zemljama
u okruženju. Međutim pojedini sistemi mogu biti i ekonomski opravdani. Tako je u Srbiji pre
par godina zaživeo 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 takođe mogu da budu dobra osnova za uvođenje
inteligentnih sistema.
Pričati o uvođenju ITS – a, pri tome ne osvrnuti se na bezbednost saobraćaje je
nezamislivo, iz prostog razloga zato što je bezbednost saobraćaja bila osnova za uvođenje ITS
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– a. Bezbednost saobraćaja u Srbiji kao i u zemljama u regionu je u dosta lošem stanju (veliki
broj poginulih, vožnja pod uticajem alkohola, loša putna infrastruktura, starost voznog parka,
loša obuka vozača…), ali primena ITS u ovoj oblasti obično je neispaltiva ili isplativa na duži
period. Kada se priča o ITS – u u bezbednosti to su mahom sistemi koji su vezani za vozilo i
drastično poskuplju cenu vozilu i kada se na to doda životni standard u Srbiji, shvata se zašto
ovi sistemi još uvek nisu zastupljeni. Međutim tu je i deo bezbednosti ITS – a, koji se odnosi i
na infrastrukturu i tu bi država trebalo da učini određeni pomak, kako bi se barem ti sistemi
implementirali (kao što su pružanje određenih informacija duž saobraćajnica, ili uvođe
pametnih raskrsnica). Takođe mnogi pokušaji da se poboljša bezbednost primenom novih
zakon kao i poboljšanom obukom vozača, po autoru, nije dala rezultate (i dalje veliki broj
saobraćajnih nezgoda kao i poginulih lica), tako da su troškovi saobraćajnih nezgoda i dalje
dosta visoki. Onda se kao direktna posledica iznetih činjenica inteligentni transportni sistemi
sami nameću kao moguće rešenje problema.
Ako se posmatra politička situacija u Srbiji i drugim zemljama u regionu, zatim
konstantan nedostatak finasijskih sredstava, nedovoljno stručnog kadra i nedostatak volje da
se celokupan saobraćajni sistem promeni, jasno je zašto inteligentni transportni sitemi nisu u
većoj meri zastupljeni.
4. Mogućnosti primene ITS – a u Srbiji
Sa aspekta drumskog saobraćaja Srbija ima odlučno 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 mogućnosti za
primenu informacionih sistema koji pružaju vozačima određene informacije na različitim
jezicima. Ove informacije bi se pružale putem displeja postavljenim pored puta ili iznad puta
na glavnim saobraćajnicama. Informacije koje bi vožači u ovim slučajevima dobijali odnosile
bi se na upozerenja vozima na opasne krivine, saobraćajnu nezgodu, vremenske prilike
(temperaturu, postojanje leda na kolovozu), ujedno bi mogle da se koriste i kao vertikalna
signalizacija sa izmenjivim sadržajem. Ovi sistemi možda nisu direktno ekonomski iplativi, ali
zajedno sa elektonskom naplatom putarine omogućavaju vozačima udobniju, prijatniju i što je
najvažnije bezbedniju vožnju.
Vinovnici smo veliki saobraćajnih gužvi u gradovima. Ono što je nekada bilo
karakteristično za veliki gradove sada je postala realnost i u mnogo manjim gradovima. Porast
stepena motorizacije rezultirao je velikim saobraćajnim gužvama pogotovu u zonama
raskrsnica. Sistemi svetlosne soabraćajne signalizacije koji se koriste na rasksnicama u Srbiji
datiraju još iz perioda od pre trideset i više godina (semafori sa fiksnim vremenom rada) tako
da ne mogu da podnesu teret modernog drumskog saobraćaja. Ove reskrsnice su idealna
prilika za primenu sistema inteligentnih (pametnih) raskrsnica (rasksnica sa promenljivim
vremenom rada). Ovo bi omogućilo efikasnije odvijanje saobraćaja, tj. smanjenje vremena
zadržavanja vozila na prilazima raskrsnica. Ovaj sistem ne treba smatrati previše
komplikovan. Naime, u tehničkoj školi u Zaječaru, učenici elektro smera u saradnji sa
učenicama saobraćajnog smera, i predmetnim nastavnicima napravili su maketu i softver
pametne raskrsnice. Razlika između makete i njene primene gotovo da ne postoji. Onda izvodi
zaključak ako srednjoškolci mogu da naprave ovakava sistem zašto takav sistem nije
primenjen u praksi, kad ujedno nije ni skup?
Što se tiče 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 utiču na cenu samih vozila
(poskupljuju ih) i samim tim njihova primena zavisi od standarda stanovništva u nekoj državi
66
(Srbija i zemlje u regionu sa time baš i ne mogu da se pohvale). Sa druge strane poboljšanje
bezbednosti kroz upotrebeu ITS – a na infrastrukturi ima daleko bolje izglede da se primeni.
Ovde se najviše i misli na pružanje određenih informacija i upozorenja od starne displeja
postavljenih pored ili iznad saobraćajanica o čemu je već bilo reči.
Pošto Srbija takođe leži i na veoma važno železničkom koriduru, koji paralelan
drumskom, i vodnom (plovni tok Dunava) onda se otvara i mogućnost primene inteligentnih
transportnih sistema u intermodalnom i bimodalnom transportu (ovde treba naglasiti takođe
da ovi sistemi spadaju u ekonomsko isplative siteme).
Naravno ovde ne treba isključiti i ostale sisteme iz oblati ITS – a, već sačekati pogodni
trenutak za njihovu primenu, jer ITS ima i svoju evoluciju koja podrazumeva dostizanje
potpuno automatizovanog putnog sistema koji omogućava „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 mueđusobno manje ili više povezani. Pojedini sistemi
su zavisni jedni od drugih (kao što su sistemi podrške bezbdenoj vožnji), a pojedini nezavisni
(elektronska naplata putarine). Sastani deo arhitekture i procesa uvođenja ITS – a čini i
obrazovanje. Bez adekvatno obrazovanih ljudskih resursa na svim nivoima ovih sistema nema
ni dobrog funkcionisanja inteligentnih transportnih sistema.
Međutim, i pre obrazovanja i pre arhitekture mora da postoji informisanje
(informisanje o ITS – u neki autori i inženjeri smatraju sastavnim delom arhitekture ITS – a).
Naime da bi se neko u opšte školovao iz ove oblasti (bez obzira da li se radi o srednjem ili o
višem stepenu obarazovanja) mora od nekuda da čuje za ITS. Ovi sistemi jesu vezani za
saobraćaj, ali su ujedno i vezani za elektroniku i telekomunikacije, tako da praktično mogu biti
zastupljeni u svim ovim oblastima. Sigurno je da se sada ovi sistemi informativno (autor
govori o Srbiji) mogu čuti jedino od strane profesora i nastavnika koji predaju u neki
saobraćajnim školama i fakultetima. Da bi do dece u srednjoškolskom uzrastu došla
informacija o ovim sistemima i neki drugi delovi društva moraju da se uključe, kao što su razni
mediji (pre svega TV i emisije koje se bave saobraćajem, 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 izučavali ove sisteme. Ne sumljivo je, po autoru, da ITS
treba da se izučava u okviru saobraćajne struke sa primenom elemenata elektronike i
telekonunikacija kao i programiranja.
Ako posmatramo arhitektruru ITS – a od procesa uvođenja pojedinih sistema, do
grupisanja istih kao i do konačnog uvođenja, sigurno je da se obrazovanje ne nalaizi na
početku, ni na sredini, a po gotovu ne na kraju, već da prati celokupan proces od uvođenja 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 usavršavanje postojećih kadrova uz
konstantno formiranje novih.
Kako ovaj simpozijum baca akcenat na srednjoškolsko obrazovanje, postavlja se
pitanje gde je mesto srednjoškolskog obrazovanja u okviru arhitekture ITS – a. Po autoru u
okviru srednjoškolskog obrazovanja iz ove oblasti treba školovati kadrove (tehničare) koji bi
po završetku procesa obrazovanja bili u stanju da upravljaju i koordinišu pojedinim
sistemima (kao što je, na primer, elektronska naplata putarine, pametne raskrsnice, sistemi
podrške vozačima). Takođe je ovim đacima treba pružiti i mogućnost za dalje školovanje, čime
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bi se stekli kadrovi sa većim stepenom obrazovanja koji bi mogli da usavrše postojeće sisteme.
Naime sigurno će doglednoj budućnosti inteligentni transportni sistemi postati posebna
oblast u okvri saobraćaja kao sitema i zahtevaće usko specijalizovanu radnu snagu, a
obrazovanja u arhitekturi ITS - a upravo to mora da ima za cilj.
Odakle početi? Za početak ostvariti kontakta sa ljudima koji se već bave ovom oblašću,
organizovati seminare na temu, upoznavati djake sa ovom oblašću na redovnoj i dopunskoj
nastavi, stimulisati istraživački rad kod dece i pisanje radova na ovu temu itd. Ovo je samo deo
onoga što bi nastavnici u srednjim skolama mogli da preduzmu kako bi inteligentne
transportne sisteme približili djacima srednjoškolskog uzrasta. Saradnja između skola (kao
ovaj simpozijum na primer) iz regiona je odlična osnova za razmenu iskustava iz ove oblasti.
Po autoru, jedan od početka razvoja ITS u obrazovanja bila bi izrada priručnika ili udžbenika
sa skolama iz regiona, gde bi se stvorila univerzalana platvorma za razvoj ITS i njegovo
usavršavanje.
J
edan od sigurno značajnih 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 vrši kontrolu pojedinih sistema, da ih usavršava, da daje savete i da
dodatno usavršava kadrove, naravno u saradnji sa visoko školskim institucijama.
Kratak rezime svega ovoga bi bilo, da bez adekvatnog obrazovanja i dobre osnove za
dalje školovanje, neće biti ni brzog i efektnog razvoja i primene ITS - a u Srbiji. ITS je grana u
razvitku i sa odgovarajuće pripremljenim kadrovima bi bila šansa Srbije da ispliva kao zemlja
ispred ostalih i da bude lider u regionu ovoj oblasti. Naravno, da bi to postigla mora da stvori
odgovarajuću platformu u obrazovanju za razvoj, kao i da postoji odgovarajuća politička volja
(pošto 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] Vukanović S.: Uvođenje oblasti ITS u obrazovni proces na tehničkim 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
Tehnička Škola – Zaječar
Pujić Goran Graduate traffic eng.
68
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 ménage 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,
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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.
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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
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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] Vukanović S.: Uvođenje oblasti ITS u obrazovni proces na tehničkim 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”
1”Soobrakajni pravila i propisi i osnovite na bezbednosta vo soobrakaj”
2”Soobrakajna 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.
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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.
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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.
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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 šola Brežice, Bizeljska cesta 45, Brežice, Slovenija
Katja Bogovič, profesorica angleščine in slovenščine
ANGLEŠČINA KOT JEZIK STROKE V PROGRAMIH SREDNJEGA
STROKOVNEGA IZOBRAŽEVANJA: MOŽNOSTI UVAJANJA JEZIKA STROKE V
SREDNJEŠOLSKIH PROGRAMIH LOGISTIČNI IN EKONOMSKI TEHNIK
Povzetek
Članek se ukvarja z vlogo angleščine kot jezika stroke v srednjih strokovnih šolah. Predstavi
teoretično podlago, ki jo je potrebno dodobra poznati preden se lotimo oblikovanja učnega
načrta za poučevanje tujega jezika, v katerega so vključene tudi bolj specifično obarvane
poklicne in stokovne teme. Članek se osredotoča na jezik stroke v okviru projektnih dni,
mednarodnih projektov in rednega pouka prvega tujega jezika ter predstavi nekaj primerov
dobre prakse. Izpostavlja načelo postopnosti, ki je pri uvajanju tujega jezika stroke bistvenega
pomena.
Ključne besede: angleščina kot jezik stroke (ESP), poklic in stroka, projektni dan,
mednarodni projekt, teme
1. Uvod
Vloga in pomen znanja tujih jezikov je postala pomembenjša 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 priložnosti temveč tudi izzive. Dobro znanje tujih
jezikov je zagotovo ena od priložnosti; še posebej znanje angleščine, ki prevladuje širom po
svetu tako v poslovnem okolju kot v znanosti in tehnologiji, in nemščine, s katero nas tesno
vežejo geografske, gospodarske in nenazadnje zgodovinske okoliščine. Če na drugi stani
znanje tujega jezika ne ustreza potrebam komunikacije, to predstavlja veliko pomanjkljivost
in izziv. V zadnjem času lahko opazimo, da se je zavedanje, kako pomembno je znanje tujih
jezikov, povečalo, saj je prvi tuji jezik postal del obveznega kurikuluma že v četrtem razredu
osnovne šole, ne moremo pa mimo dejstva, da se je število ur prvega tujega jezika v poklicnih
programih razpolovilo, in sicer s prejšnjih štirih na zdajšnji 2. V programih srednjega
strokovnega izobraževanja je število ur sicer ostalo nespremenjeno, torej 3 ure na teden,
čeprav bi zlahka našli ogromno število argumentov, ki govorijo v prid njihovega povečanja:
dijaki, ki so manj motivirani za učenje doma, dijaki, katerih potencial znanja tujega jezika je
manjši, in pa potreba po znanju tujega jezika s področja poklicno-strokovne usmeritve.
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Dobro znanje tujega jezika je ključno v modernem svetu: omogoča nam boljši dostop
do informacij (npr. internet, strokovne revije in literatura) boljše kulturno in
gospodarsko sodelovanje, boljše poklicne priložnosti, več razumevanja in strpnosti.
Sodoben koncept poučevanja in učenja tujega jezika bi moral upoštevati vsa ta
izhodišča:
uvajati bi moral nove metode in pristope,
vključevati 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 nanaša na posamezno poklicno,
strokovno področje,
pri dijakih bi moral vzpostaviti idejo vseživljenjskega učenja.
2. Učenje angleščine kot prvega tujega jezika in angleščina kot jezik stroke
Katalog znanja za prvi tuji jezik nalaga šolam, da oblikujejo svoj učni načrt, ki bo upošteval
značilnosti, potrebe in posebnosti posameznega poklicnega, strokovnega področja. Šola naj bi
spodbujala učenje tujih jezikov z organiziranjem in aktivnim sodelovanjem v mednarodnih
projektih, mobilnosti dijakov (izmenjave, obiski, ekskurzije). Upoštevaje smernice Skupnega
evropskega jezikovnega okvira (CEF), uvrščamo pouk prvega tujega jezika v 1. in 2. letniku
srednjega strokovnegaizobraževanja na raven A1, ki v 3. in 4. letniku prehaja v B1, delno tudi
B2, kar pomeni, da so dijaki sposobni sodelovati v pogovoru, izražati mnenja, ideje in jih tudi
utemeljiti, se soočati s problemi in se znajti v neznanih situacijah, znajo povzeti neko besedilo
in dati natančnejša navodila.
Programi srednjega strokovnega izobraževanja se zaključijo s poklino maturo, kjer dijak pri
tretji izpitni enoti izbira med matematiko in prvim tujim jezikom. Iz tega razloga je iz
programa nemogoče črtati vsebine splošne angleščine in jih v večji meri nadomeščati z bolj
poklicno in strokovno obarvanimi, saj je pisni del izpita naravnan povsem splošno in testira
dijakovo poznavanje slovnice, besedišča, bralnega razumevanja in pisnega izražanja.
Torej, dijak, ki uspešno zaključi srednje strokovno izobraževanje, bi moral imeti relativno
dobro znanje tako splošne angleščine kot jezika svojega strokovnega področja. To pa zahteva
izjemno skrbno pripravo učnega načrta in učitelja, ki je pri svojem delu fleksibilen in
sposoben prilagajanja novim situacijam, temam ter pripravljen, da raziskuje, se uči in
usposablja tudi v okviru strokovnega področja posameznega šolskega programa.
Splošno angleščino in angleščino kot jezik stroke ne gre razumeti kot dva popolnoma
neodvisna sistema, ravno nasprotno, med sabo sta povezana in prepletena. Ko oblikujem učni
načrt in se odločamo o učnih pripomočkih, imamo na voljo ogromno kakovostnih učbenikov,
delovnih zvezkov, kjer so predvidene veščine, razumevanje slovnice in besedišča dobro
definirane, zato je razmeroma enostavno opazovati dijakov napredek. Ko začnemo razmišljati
o uvajanju angleščine kot jezika določene stroke v pouk, je pred nami precej pomislekov:
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katere teme izbrati,
do katere mere specializirano besedišče predstaviti (zelo ozko, specifično ali bolj
splošno),
katere so relevantne situacije v posameznih poklicih
ali se bolj osredotočiti na pisno ali na ustno komunikacijo
kako dobro sem seznanjen s temami s tega poklicnega oz. strokovnega področja,
od kod črpati primeren material.
Dobro poznavanje celotnega učnega načrta posameznega programa in sodelovanje z drugimi
učitelji je ključno pri načrtovanju medpredmetnih povezav, kar angleščina kot jezik stroke
dejansko je. M. Zavašnik v svojem članku Preverjanje angleščine kot jezike strokena tej stopnji
predlaga koncept jezikovne revizije (»languageaudit«), ki predvideva timsko delo učitelja
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tujega jezika, učiteljev strokovnih predmetov in potencialnih delodajalcev. Delo je zastavljeno
v več etapah, katerega cilj je oblikovati načrt, ki definira potrebe in vsebine posameznega
poklicnega področja:
1. določitev poklicnega področja,
2. analiziranje potreb (ugotovimo poklicne aktivnosti in spremljajoče jezikovne
dejavnosti),
3. oblikujemo izbor jezikovnih funkcij, ki izražajo sporočilne namene posameznih
dejavnosti, splošnih ter poklicnih tem,
4. izbor osrednjih slovničnih struktur (iz jezikovnih funkcij) besdeišča (iz splošnih
in poklicnih tem) ob upoštevanju družbeno-kulturnih elementov
ANALIZA POTREB
izbor jezikovnih aktivnosti
izbor tem
izbor jezikovnih funkcij
osrednje besedišče
družbeno-kulturni elementi
sistematičen seznam besed
Izbor slovničnih struktur
Slika 1: Načrt definiranja potreb in vsebin za izbrano poklicno (Zavašnik, 2002)
Uvajanje angleščine kot jezika stroke naj bi bilo postopno:
1. faza: poudarek na splošne jezikovne cilje;
2. faza: poudarek na temah in komunikacijskih strategijah, ki se uporabljajo tako v
splošni angleščini kot v jeziku; bolj poklicno naravnano besedišče ter slušni in
pisni materiali, ki jih je moč razumeti brez podrobnejšega poznavanja
posameznega strokovnega področja,
3. faza: poudarek na slušnih in pisnih materialih, kjer je popolno razumevanje
možno le ob poznavanju strokovnega poklicnega področja.
Uvajanje jezika stroke ni preprosto. Učitelj se mora dodobra seznaniti s posameznim
poklicnim oz. strokovnim področjem in pridobit določeno mero tovrstnega znanja, zbrati
ustrezno gradivo in ga pripraviti za obravnavo v razredu. Hkrati pa mora predelati splošne
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teme in slovnične strukture, ki so del izpita na poklicni maturi in se jih že zaradi tega ne da
zamenjati z bolj poklicno obarvanimi. Ob tem ne gre zanemariti še drugih dejavnikov, ki
pomembno vplivajo na pouk, na primer pomanjkanje motivacije za učenje med dijaki, kar
pomeni, da je treba v šoli nameniti več časa ponavljanju in utrjevanju in da zmanjka časa za
druge stvari.
3. Angleščina kot jezik stroke in projektni dnevi na Ekonomski in trgovski šoli Brežice
Do uvedbe projektnih dni, ki jih je prinesla prenova srednješolskega izobraževanja, smo
uvajali jezik stroke tako, da smo posamezne splošne teme nadgrajevali z bolj poklicno
obarvanimi in s sodelovanjem v različnih mednarodnih projektih (Comenius). Z novim
programom logističnega tehnika, uvedbo modularnega izobraževalnega procesa in projektnih
dni je bila to za tuje jezike priložnost, da poiščejo povezave z drugimi predmeti. Pred tem smo
imeli učitelji tujih jezikov izkušnje z jezikom stroke v programu ekonomski tehnik, kjer smo
vključevali teme iz marketinga in oglaševanja, trga dela, organizacije podjetij, poslovne
korespondence. Zato se je ob pripravi učnega načrta zdelo smiselno najti teme, jezikovne
situacije in besedišče, ki so skupni obema programoma, in sicer vsaj v prvih dveh fazah
uvajanje jezika stroke.
Projektni dnevi so se nam zdeli odlična priložnost za uvajanje angleščine kot jezika stroke v
program logističnega tehnika: skupina učiteljev pripravi dejavnosti na določeno temo; ker je
delo timsko vsak sodelujoči prispeva svoj delež, torej se delo in naloge porazdelijo, tovrstna
oblika priprave pa omogoča tudi boljšo izmenjavo idej, virov, gradiv, znanja in izkušenj,
pričakovati pa je tudi večjo motiviranost dijakov, ker se delo v projektnih dneh razlikuje od
običajnega pouka.
Preučili smo potencialna delov mesta logističnega in ekonomskega tehnika, da bi našli
zaposlitvene možnosti, ki se prekrivajo, dopolnjujejo. Naposled smo se odločili, da se
osredotočimo na temo cestnega prometa, ki omogoča, da se splošne situacije, jezikovne
funkcije in besedišče razvijejo v bolj specializirane in podrobne pod-teme.
3.1. Postopnost uvajanja jezika stroke v programa logističnega in ekonomskega tehnika ESP
Tematiko cestenga prometa smo načrtovali uvajati po postopnosti v treh fazah:
1. faza:
- prvi letnik: besedišče povezano s cestnimi prevoznimi sredstvi in drugimi udeleženci v
prometu, deli avtomobila, itd.;
- drugi letnik: vrste cest, prometni znaki in druge značilnosti cestnega prometa, geografske
značilnosti v povezavi s prometom, problemi (npr. onesnaževanje), nesreče, itd.,
2. faza:
- tretji letnik: organizacija ekskurzije, oblikovanje brošure in poročila;
3. faza:
-četrti letnik: časopisni/internetni članki na temo prevoza blaga in potnikov, izpolnjevanje
formularjev, ipd.
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Angleščina kot jezik stroke je v 1. in 2. letniku še vedno v okvirih splošnega jezika, zato je
smiselno iskati povezave s temami, ki so že sicer del učbenikov, in sicer glede besedišča,
slovnice in funkcijskega jezika. Izbira dovolj širokih tem pa omogoča tudi lažje prehajanje med
različnimi poklicnimi oz. strokovnimi področji, zato se jezik stroke v prvih dveh letih
ekonomskega in logističnega program ne razlikuje bistveno.
Pri urah rednega pouka so dijaki obnovili in nadgradili poznavanje besedišča povezanega s
prevoznimi sredstvi, ki je bil posredovan s pomočjo PP predstavitve, sledile pa so naloge za
utrjevanje besedišča. Nekaj gradiva za ponavljanje in utrjevanje je bilo pripravljenega tudi za
uporabo preko računalnika (kviz, križanka), torej je bila vključena tudi IKT. Dijakom je bilo
takšno 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, razložiti njihov pomen s svojimi
besedami, pri čemer 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 pomočjo PowerPoint-a
Slika 3: Primeri predstavitve in vaj s pomočjo 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 upoštevati, tako nam je uspelo povezati slovnično strukturo s praktično
situacijo. V jezik stroke smo vključili spoznavanje cestnih značilnosti, kar ni le stvar stroke,
ampak je to del vsakdanjega življenja, zato sta bila vključena oba programa.
Del teme je bil obravnavan pri rednih urah pouka angleščine (izražanje zapovedi, prepovedi;
besedišče), 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 pomoč: dijaki so bili vključeni v različne aktivnosti, med
katerimi je bil tudi jezik stroke. Pričakovana je bila že določena mera jezikovnokomunikacijske samostojnosti, zato so dijaki dobili tudi malo zahtevnejše naloge. Razdeljeni
so bili v skupine glede na svoje jezikovne zmožnosti.
•
•
•
1. skupina: Pridobitev vozniškega dovoljenja (Prestavite vse korake, ki jih mora
opraviti nekdo, ki želi pridobiti vozniško dovoljenje; vključite tudi plan stroškov;
pripravite predstavitev in plakat. )
2. skupina: Nesreče na naših cestah in izboljašave prometne varnosti ( oblikuj
seznam najpogostejših razlogov za nesreče, opiši jih, podaj predloge, kako izboljšati
situacijo; predstavitev, plakat)
3. skupina: Zgodila se je nesreča! (opiši neko nesrečo in opiši, kako je potrebno
ukrepati; izpolni obrazec o nesreči – Evropsko poročilo. Izdelajte plakat, ki vsebuje
opis nesreče, Evropsko poročilo in korake pravilnega ukrepanja; pripravite igro vlog za
vašo »nesrečo«)
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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 uspešno (največ težav 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
nesreče).
Glede na izkušnje prejšnjega, smo aktivnosti za letošnje projektne dni spremenili in prilagodili
novi vsebini. Za dijake 2. in 3. letnika logističnega tehnika je bila načrtovana ekskurzija v
München, prav celoten proces priprave ekskurzije pa je bil osrednja tema projektnih dni.
Naloga dijakov drugega letnika je bila preštudirati in predstaviti področja, skozi katera bodo
potovali iz Brežic v Sloveniji do Münchna v Nemčiji. Predstavitve so bile osredotočene na
geografske, prometne in družbeno-ekonomske značilnosti. Dijaki so bili razdeljeni na 4
skupine, vsaki pa je bilo dodeljeno drugo območje: Koroška, Salzburg, Nemčija kot celota in
Bavarska z Münchnom. Zbrali so informacije in pripravili kratke predstavitve v slovenščini,
nato pa so sodelovali še pri oblikovanju brošure, kjer so predstavili glavne značilnosti vsakega
področja. Brošuro so izdelali v še v angleščini in nemščini. Dijaki tretjih letnikov pa so prevzeli
celotno organizacijo ekskurzije.
Slika 6: Dijaki pri zbiranju informacij in organizaciji ekskurzije
Pripraviti so morali analizo različnih transportnih variant: z avtobusom, vlakom in z letalom.
Druga naloga je bila pripraviti natančno analizo poti ob upoštevanju različnih vidikov –
ekonomičnosti, trenutne razmere (delo na cesti, ovire), razpoložljivost obprometne
infrastrukture (počivališča, moteli, itd.) Na podlagi primerjave podatkov so se morali odločiti,
katera možnost najbolj ustreza njihovim zahtevam. Odločili so se za varianto z avtobusom.
Temu sledil naslednji korak, to je izdelava natančnega plana potovanja, ki je bil tudi del
96
brošure. Učenje tujega jezika je dobilo uporabno življenjsko dimenzijo, saj so dijaki pripravili
publikacijo v angleščini in nemščini. Pri tej aktivnosti so skozi timsko delo povezali znanje
tujega jezika, uporabo IKT in znanje s strokovnega področja.
Slika 7:Brošura v angleščini
Zadnja faza uvajanja jezika stroke, ki je načrtovana v 4. letniku, vključuje razumevanje
poklicno oz strokovno bolj specializiranih besedil in drugih gradiv (časopisni članki,
specializirano promocijsko gradivo, grafi, opisi postopkov…) Pričakuje se, da dijaki razumejo
temo in se o njej pogovarjajo ter jo povežejo s svojim strokovnim znanjem. Struktura stavkov
v takšnih besedilih zna predstavljati nekaterim dijakom precejšen izziv. Res pa je, da so dijaki,
ki se ponavadi odločijo za angleščino na poklicni maturi, jezikovno in komunikacijsko boljši
ter motivirani za delo in izboljšanje svojega znanja.
Slika 8: Izbor avtentičnih besedil kot del uvajanja jezika stroke
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4. Mednarodni projekti – priložnost za jezik stroke
Naša šola ima bogate izkušnje v sodelovanju v različnih mednarodnih projektih: Comenius,
ComeniusRegio, Leonardo da Vinci (Čudoviti svet voda, Misli na prihodnost, Občuti naravo,
Korak naprej). Pri deli v projektih se prepleta veliko različnih vidikov: okoljske, gospodarske,
logistične, turistične teme služijo kot osnova, kjer lahko razvijamo veščine 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 najboljših
močeh, saj bosta njihovo delo in trud morda poplačana s priložnostjo, da se udeležijo
projektnega sestanka v tujini.
Dijaki 2. letnika ekonomskega programa so
bili vključeni v mednarodni Leonardo da
Vinci projekt »Korak naprej«. Cilj projekta
je dati dijakom priložnost, da spoznajo delo v
turizmu. Dijaki partnerskih šol z Poljske,
Španije, Hrvaške, Turčije in Slovenije so
pripravili turistični proizvod v svojem okolju.
Slika 10: Partnerji iz projekta na
ogledu Ljubljane
V aprilu 2012 se je projektni sestanek odvijal na naši šoli. Naši dijaki so bili vključeni v celo
vrsto aktivnosti. Pripravili so:
-
plan aktivnosti za 3-dnevni obisk partnerskih šol,
konkreten turistični produkt “ThePearlofthe Alpine World” in ga predstavili;
v angleščini voden ogled domačega mesta, Brežic,
aktivnosti za ogled naše prestolnice, Ljubljane (raziskovanje, odkrivanje, doživljanje
mesta skozi različne naloge dodeljene skupina, ki so jih sestavljali dijaki iz različnih
držav, tako so morali uporabljati angleščino, da so komunicirali in tako opravili
naloge)
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Zadnji dan sestanka so dijaki delali v različnih delavnicah: v eni so v angleščini 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 turistično agencijo,
primerjali pa so tudi svoje šolske sisteme in življenjski stil in oblikovali plakate.
Slika11: Projektne aktivnosti
5. Zaključek
Dobro znanje tujih jezikov, v prvi vrsti angleščine, je ena najmočnejših zahtev modernega
sveta globalizacije. Nemogoče je slediti napredku znanosti in tehnologije, trendom v
gospodarstvu brez znanja angleščine. Z ignoriranjem teh dejstev se posameznik izolira od
zunanjega sveta in napredka.
Naša dolžnost je, da dijakom damo kakovostno znanje angleščine, kar ne zajema samo
slovničnih struktur, splošnih tem in z njimi povezanega besedišča, ampak tudi teme
prilagojene posameznemu poklicu, stroki. Kvalitetno jezikovno znanje mora biti sodobno,
odražati mora situacije iz realnega življenja. Zato je ključno, da dijaki dobijo priložnost, da se
učijo jezika skozi različne situacije, naloge, ki imajo praktično vrednost. Pri načrtovanju
takšnega kurikuluma je nujno, da ima učitelj tujega jezika dober vpogled v celoten program in
da se posvetuje z drugimi učitelji v programu, katere teme s poklicnega in strokovnega
področja je smiselno vključevati.
6. Viri in literatura
Andrin, A. etal.(2011). Katalog znanja. Prvi tuji jezik – angleščina/nemščina. Lubljana: Zavod
Republike Slovenije za šolstvo.
Rižnar. 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.
Zavašnik, M. (2002). Preverjanje angleščine kot jezika stroke. (internetni naslov:
http://www.sodobnapedagogika.net/index.php?option=com_content&task=view&id=1432&I
temid=68. (8. 6. 2012)
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Ekonomska in trgovskašolaBrežice, Bizeljskacesta 45, Brežice, Slovenija
KatjaBogovič, BA (English and Slovene)
Translated by: KatjaBogovič, 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.
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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 student’s 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. Zavašnik 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 (Zavašnik, 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 CommerceBrežice
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;
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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
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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)
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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 year’s 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 Brežice, 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.
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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.
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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.
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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 Brežice;
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
-
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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 – angleščina/nemščina. Lubljana: Zavod
Republike Slovenije za šolstvo.
Rižnar. 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.
Zavašnik,
M.
(2002).Preverjanjeangleščinekotjezika
stroke.
(internetninaslov:
http://www.sodobnapedagogika.net/index.php?option=com_content&task=view&id=1432&I
temid=68. (8. 6. 2012)
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Оpštinа Tеtоvо
Ељmir Mustаfаi
Dipl. sооb. inžеnеr
SSОU “Mоšа Piјаdе” – Tеtоvо
Mеritа Mustаfаi
TURBО KRUŽNАTА KRSTОSNICА – FАKTОR NА BЕZBЕDNОST NА
SООBRАĆАЈОT
АPSTRАKT
Vо spоrеdbа sо vооbičаеnаtа kružnа krstоsnicа glаvnitе prеdnоsti nа turbо kružnаtа
krstоsnicа sе nаmаluvаnjе nа brојоt nа pоtеnciјаlni kоnfliktni tоčki i pоmаlа brzinа nа
vоzilаtа kоi pоminuvааt niz krstоsnicаtа, tiе dvе еlеmеnti mоžе dа gi pоdоbrаt uslоvitе zа
bеzbеdnоst nа pаtištаtа nа krstоsnicаtа. Istоtаkа, fizičkоtо rаzgrаničuvаnjе pоmеѓu
sооbrаćајnitе lеnti gо оgrаničuvа rizikоt оd bоčni sudiri. Оviе аspеkti ја prаvаt turbо kružnаtа
krstоsnicа pоsооdvеtnа оd оbičnаtа kružnа krstоsnicа kаdе trеbа dа sе gаrаntirа pоvisоkо
nivо nа bеzbеdnоst, оsоbеnо vо prisustvо nа rеlеvаntеn оbеm nа pеšаčki i vеlоsipеdski
sооbrаćај.
Vо оvој trud sе prikаžаni nеkоlku аspеkti nа pridоbivkitе оd vоvеduvаnjе nа turbо
kružnаtа krstоsnicа vо оdnоs nа bеzbеdnоstа nа krstоsnicitе.
Trudоt sоdrži nеkоlku tеmi i tоа:
1. Vоvеd
2. Glаvni kаrаktеristiki nа turbо kružnаtа krstоsnicа
3. Rаzlični vаriјаnti nа turbо kružnаtа krstоsnicа
4. Glаvi vidоvi nа sudiri kоi sе slučuvааt nа kružni krstоsnici
5. Zаklučоk
Klučni zbоrоvi: turbо kružnа krstоsnicа, turbo roundabouts, traffic safety,
VОVЕD
Vо 1997 gоdinа, turbо kružni krstоsnici bеа prеtstаvеni zа prv pаt оd strаnа nа
Fortuijn i Harte. Šеst gоdini pоdоcnа, pоvеćе оd dеsеtinа оd оviе nоvi kružni krstоsnici vеćе
bilе izgrаdеni i sе vо upоtrеbа nа pаtnаtа mrеžа vо Hоlаndiја.
Sе vеruvа dеkа turbо kružnitе krstоsnici imааt pоgоlеm kаpаcitеt, vо spоrеdbа sо
klаsičnitе pоvеćеlеntni kružni krstоsnici. Оvој trud ја pоkаžuvа оvаа hipоtеzа, pо
pоstаvuvаnjе nа оbјаsnuvаnjе zа dа sе utvrdi kаpаcitеtоt nа turbо kružnаtа krstоsnicа.
Zаpоčnuvаmе sо оbјаsnuvаnjе nа principоt nа turbо kružnаtа krstоsnicа.
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Kај turbо kružnitе krstоsnici sооbrаćајnitе tеkоvi sе оddеlеni vо оddеlni lеnti uštе
prеd tiе dа stignаt nа sаmаtа kružnа krstоsnicа, i оstаnuvааt nа istаtа lеntа i vо sаmаtа
kružnа krstоsnicа. Rаzličnitе lеnti nа kružnаtа krstоsnicа sе fizički rаzdеlеni, sо štо
sprеčuvааt prеplеtuvаnjе nа sооbrаćајnitе tеkоvi. Оvаа rаzdеlbа prеstаnuvа tаmu kаdеštо
pristаpitе vlеguvааt nа kružnаtа krstоsnicа. Vоzilаtа nа pristаpitе im dаvааt prеdnоst nа
dvižеnjе nа vоzilаtа kоi vеćе kružаt. Kоgа vеćе vоzаčоt vlеguvа nа оvаа kružnа krstоsnicа,
nеgоviоt pаt nа dvižеnjе vеćе е оdrеdеn i nе mоžе dа sе mеnuvа. Zаtоа, vоzаčitе trеbа dа gо
izbеrаt svојоt prаvеc nа dvižеnjе uštе kоgа pristаpuvааt kоn kružnаtа krstоsnicа. Tiе sе
izvеstеni prеd kružnаtа krstоsnicа zа mоžnitе prаvci i lеnti nа dvižеnjе sо sооdvеtnа
hоrizоntаlnа i vеrtikаlnа signаlizаciја.
Turbо kružnitе krstоsnici imааt mnоgu spеcifičеn оblik zа dа mоžаt dа ја pоstignuvааt
оvаа rаzdеlеnоst nа tеkоvitе.
Zа rаzlikа оd tоа štо sе slučuvа kај оbičnitе mоdеrni kružni krstоsnici (kаdе štо
vоzilаtа sе dvižаt еdni pоkrај drugi, sеkоја vо sооdvеtnаtа lеntа, stignuvааt dо lеntаtа kаdе
imааt prеdnоst i prоdоlžuvааt pо svојаtа trаеktоriја i gi zаvršuvааt nivnitе mаnеvri kоn
pоsаkuvаniоt izlеz) kај turbо kružnitе krstоsnici vоzilаtа sе prinudеni dа nаprаvаt prеdizbоr
nа tоčnаtа sооbrаćајnа lеntа duri dеsеtici mеtri prеd tiе dа vlеzаt nа krstоsnicаtа. Slikаtа
pоkаžuvа dеkа оd vоzilаtа kоi svrtuvааt dеsnо оd pаt оd pоnizоk rаng sе bаrа:
а) dа vоzаt kоn nаdvоrеšnаtа vlеznа lеntа
b) dа vlеzаt i оstаnuvааt nа nаdvоrеšnаtа kružnа lеntа, i
v) dа sе upаtаt kоn krаkоt blizоk sо tој оd kаdе dоаѓааt.
Vоzilаtа kоi pаtuvааt prаvо (i tiе kоi svrtuvааt lеvо), trеbа dа оdbеrаt vnаtrеšni
sооbrаćајni lеnti, dа vlеzаt nа vnаtrеšnitе kružni lеnti i tоgаš tiе ćе mоžаt dа sе upаtаt kоn
pоsаkuvаniоt izlеz.
Vо spоrеdbа sо оbičnitе kružni krstоsnici, turbо kružnitе krstоsnici gi imааt slеdnitе
prеdnоsti:
 pоmаl brој nа pоtеnciјаlni kоnfliktni tоčki mеѓu vоzilаtа, nа primеr, čеtirikrаkа turbо
kružnа krstоsnicа sе kаrаktеrizirа sо dеsеt kоnfliktni tоčki, dоdеkа dvоlеntnа kružnа
krstоsnicа sе kаrаktеrizirа sо dvаеsеt i dvе kоnfliktni tоčki (Tаbеlа 1)
 pоmаli brzini vdоlž kružnicаtа
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 pоmаl rizik оd bоčni sudiri.
Tаbеlа 1. Kоnfliktni tоčki kај nеsignаlizirаnа krstоsnicа, kružnа krstоsnicа i turbо
kružnа krstоsnicа
Brој nа kоnfliktni tоčki
Brој nа krаci
nеsignаlizirаnа
krstоsnicа
kružnа krstоsnicа
turbо kružnа
krstоsnicа
3
9
16
7
4
32
22
10
Kаrаktеrističniоt оblik nа cеntrаlniоt оstrоv е dizајnirаn prеku lаci nа pеrimеtritе sо
rаzličеn cеntаr i rаdius.
Sо cеl dа sе izgrаdi turbо kružnа krstоsnicа sо kоntinuirаnа vаriјаciја nа zаkrivеnоst
nа kružnitе lеnti, vо nеkоi slučаi mоžе dа sе primеnuvа spirаlа оd strаnа nа kоја sооbrаćајоt
sе vrti. Sо оglеd nа tоа dеkа širinаtа nа kružnitе lеnti trеbа dа sе оdržuvа kоnstаntnа vdоlž
nејziniоt rаzvој, slеduvа dеkа krivаtа mоrа dа bidе оznаčеnа sо еdеn pоstојаn čеkоr еdnаkvа
nа trаnsvеrzаlаtа rаspоrеdеnа pоmеѓu lеntitе. Pоslеdnаtа kаrаktеristikа pripаѓа nа
Аrhimеdоvаtа spirаlа.
Glаvnitе kаrаktеristiki nа turbо kružnаtа krstоsnicа sе:
1. Turbо kružnаtа krstоsnicа imа pоvеćе оd еdnа lеntа;
2. Vistinskаtа lеntа trеbа dа bidе izbrаnа prеd dа sе vlеzе vо turbо kružnаtа krstоsnicа;
3. Vlеzniоt sооbrаćај mоrа dа im dаdе prеdnоst nа vоzilаtа kоi kružаt vо krstоsnicаtа,
kој е оgrаničеn nа mаksimum dvе lеnti;
4. Vо sаmаtа krstоsnicа nе е mоžnо dа imа prеplеtuvаnjе ili prеsеkuvаnjе nа
sооbrаćајnitе tеkоvi;
5. Kružnаtа krstоsnicа mоžе dа sе pоminе sаmо prеku prеthоdnо izbrаnаtа lеntа.
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Prеdnоsti:
 Situаciја zа istrаžuvаnjе kоgа vоzаčоt vlеguvа vо kružnаtа krstоsnicа: vоzаčitе trеbа
dа im dаdаt prеdnоst nа sооbrаćајоt sаmо nа dvе dоbrо dеmаrkirаni lеnti.
 Vistinskаtа lеntа trеbа dа bidе izbrаnа prеd dа sе vlеzе vо turbо kružnаtа krstоsnicа;
 Nеmа rizik оd nеzgоdа оd smеnа nа sооbrаćајnа lеntа nа kružnаtа krstоsnicа;
 Pоmаli brzini nа dvižеnjе prеku kružnаtа krstоsnicа pоrаdi izdignаtitе rаzdеluvаči nа
lеntitе.
Rаzlični vаriјаnti nа turbо kružnаtа krstоsnicа
Mоžе dа sе rаzlikuvааt pеt tipа nа čеtirikrаkа turbо kružnа krstоsnicа, оsnоvаnа nа
rаzličniоt brој nа vlеzni i izlеzni lеnti i оbikоlnici. Pоtrеbаtа zа оviе rаzličnоsti sе dоlži glаvnо
nа rаzličnоstitе vо rаsprеdеlbаtа nа оbеmоt nа sооbrаćај pоmеću krаcitе nа krstоsnicаtа.
Оsnоvnа turbо kružnа krstоsnicа
Оvаlnа turbо kružnа krstоsnicа
Turbо kružnа krstоsnicа – kоlеnо
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Spirаlnа turbо kružnа krstоsnicа
Turbо kružnа krstоsnicа vо fоrmа nа rоtоr
Zа trikrаkitе kružni krstоsnici pоstојаt sаmо dvа tipа nа turbо kružni krstоsnici:
Kružnа krstоsnicа – ispružеnо kоlеnо
Kružnа krstоsnicа vо fоrmа nа ѕvеzdа
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Kај еdnоlеntnitе kružni krstоsnici, nајčеstitе nеzgоdi sе: sudir pоrаdi nеuspеhоt dа sе
slеdi vоdеčkаtа liniја, izlеtuvаnjе оd pаtоt (kоn cеntаrоt ili strаnаtа nа kružnаtа lеntа, ili kоn
rаzdеluvаčkitе оstrоvi), sudir оd zаdnаtа strаnа vо sаmiоt vlеz.
Čеtiritе vidоvi nа nеsrеći sе prikаžаni nа slikаtа. Tiе vklučuvааt rеčisi 80% оd sudiritе
kоi sе slučuvааt kај kružnitе krstоsnici. Оstаnаtitе nеsrеći im pripаѓааt nа drugi brојni
kаtеgоrii, čiја vеrојаtnоst nа pојаvuvаnjе е mnоgu niskа.
Tаkа, оviе čеtiri tipоvi nа nеsrеći sе smеtааt kаkо rеfеrеncа zа dа sе idеntifikuvааt
mаnеvritе, ili pооpštо, оkоlnоstitе vо vrskа sо sеkоја nеsrеćа.
Slikа 3. Glаvni vidоvi nа sudiri kоi mоžе dа sе pојаvuvааt kај kružnitе krstоsnici
Turbо kružnitе krstоsnici ili kаkо pоinаku gi nаrеkuvааt spirаlni kružni krstоsnici bеа
prеdlоžеni zа prv pаt vо (Fortuijn i Harte, 1997), zа dа sе minimizirа rizikоt оd bоčеn sudir
kај dvоlеntnitе kružni krstоsnici.
Cеltа е pоstignаtа sо fizičkаtа pоdеlbа nа vlеznitе i kružnitе lеnti, štо gо prinuduvа
vоzаčоt dа ја izbеrе svојаtа vlеznа lеntа (lеvо ili dеsnо) vrz оsnоvа nа pоsаkuvаnаtа
dеstinаciја.
Pоtоа, turbо kružni krstоsnici bеа vоvеdеni vо Hоlаndiја i vо drugi еvrоpski zеmјi, i sе
dоkаžаа dеkа imааt mnоgu dоbri bеzbеdnоsni i оpеrаtivni pеrfоrmаnsi.
Sudir nаstаnаt оd nеuspеhоt dа sе slеdi liniјаtа
Prvаtа оkоlnоst štо dоvеduvа dо оvој vid nа nеsrеćа mоžе dа bidе pоrаdi pоgrеšnа
prоcеnkа nа kоrisnikоt nа slоbоdniоt prоstоr nа rаspоlаgаnjе mеѓu vоzilаtа kоi pаtuvааt nа
kružniоt kоlоvоz. Tаkа, kоrisnikоt gо оstаvа vlеzоt bеz nеоphоdniоt bеzbеdnоsеn prоstоr i sе
sudirа sо vоzilоtо kое pristignuvа.
Sudiri pоrаdi gubеnjе nа kоntrоlа vrz vоzilоtо
Kаkо štо е prikаžаnо vо gоrеnаvеdеnitе stаtistiki, sudirоt pоrаdi gubеnjе nа kоntrоlа
vrz vоzilоtо mоžе dа sе sluči nа vlеzоt, vо rаmkitе nа kružniоt kоlоvоz ili nа izlеzоt оd
kružnаtа krstоsnicа. Оsvеn lоkаciјаtа, i gоlеmаtа brzinа е nеоphоdеn uslоv zа gubеnjе nа
kоntrоlа. Slеdstvеnо, sitе vlеzоvi kоn kružnаtа krstоsnicа kаdе sе fоrmirа kоlоnа sе isklučеni
оd pоtеnciјаlni kоnflikti. Slučаitе kоi bаrааt оd vоzаčоt dа čеkа zа pоvоlеn intеrvаl pоmеѓu
vоzilаtа kоi kružаt istо tаkа sе isklučuvааt.
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Sudir оd zаdnаtа strаnа nа vоzilоtо
Nеоphоdеn uslоv zа dа sе sluči sudir е prisustvо nа nајmаlku еdnо vоzilо kое čеkа nа
vlеzоt nа kružnаtа krstоsnicа. Sudir оd zаdnаtа strаnа mоžе dа sе sluči аkо vоzilоtо vо kоlоnа
nе uspее dа zаpirа nа vrеmе, pоčеstо, zа vrеmе nа isprеkinаtоtо vоzеnjе kоn kružniоt
kоlоvоz.
Sudir nа vоzilа kоi kružаt i izlеguvааt оd kružnаtа krstоsnicа
Kоgа vо sudirоt sе vklučеni dvе vоzilа, оvој vid nа sudir glаvnо е pоvrzаn sо
pоtеnciјаlniоt kоnflikt mеѓu vоzilа kоi ја nаpuštааt kružnаtа krstоsnicа оd vnаtrеšnаtа lеntа
nа kružniоt kоlоvоz i vоzilаtа kоi pаtuvааt nа nаdvоrеšnаtа lеntа (kоn slеdniоt izlеz).
Vоzаčitе kоi imааt nаmеrа dа ја nаpuštаt vnаtrеšnаtа lеntа trеbа dа čеkааt pоgоdnеn
slоbоdеn prоstоr pоmеѓu dvе vоzilа nа nаdvоrеšnаtа lеntа kоi nе ја nаpuštааt krstоsnicаtа.
Rizičnо svrtuvаnjе sе pојаvuvа kоgа vоzilо оd nаdvоrеšnаtа lеntа vоdi kоn slеdniоt izlеz.
ZАKLUČОK
Turbо kružnitе krstоsnici nudаt bеzbеdnоsni uslоvi nајvеrојаtnо pоvisоki оd оbičnitе
kružni krstоsnici vо оdnоs nа pоsеbniоt оblikоt nа cеntrаlniоt оstrоv i nа kružnitе lеnti, kаkо
i nа fizičkоtо оdvојuvаnjе nа lеntitе nа vlеzоvitе i vо kružnitе kоlоvоzi.
Kај turbо kružnitе krstоsnici kаpаcitеtоt nа vlеzоvitе zаvisi оd vоzilаtа kоi vеćе kružаt,
nivnаtа rаsprеdеlbа pо kružnitе lеnti i оd stеpеnоt nа iskоristuvаnjе nа sеkоја оd vlеznitе
lеnti kоi sе kаrаktеristični zа krstоsnicаtа.
Pоkrај gоrеnаvеdеnitе prеdnоsti, turbо kružnitе krstоsnici vо nеkоi uslоvi mоžаt dа
pоnudаt kаpаcitеti, istоtаkа, pоvisоki оd vооbičаеnitе kružni krstоsnici. Prеd dа sе prоеktirа
turbо kružnаtа krstоsnicа, sеkоја krstоsnicа trеbа dа sе ispituvа prеliminаrnо vо pоglеd nа
gеоmеtriskiоt dizајn, rеgulаciја nа sооbrаćајоt, intеnzitеtоt nа sооbrаćајnitе tеkоvi i
оdnеsuvаnjеtо nа učеsnicitе vо sооbrаćајоt. Znаči zа sеkоја krstоsnicа mоrа dа sе rаzvivааt
mоžni situаcii sо primеnа nа tri šеmi: pоlu turbо kružni krstоsnici, turbо kružnа krstоsnicа sо
dvе kružni lеnti i dvојnа kružnа krstоsnicа. Funksiоnаlnа аnаlizа mоrа dа sе sprоvеduvа sо
cеl dа sе prоvеri kоmpаtibilnоstа sо lоkаlnitе sооbrаćајni pоbаruvаnjа. Kоrisnо е dа
nаglаsuvа dеkа dоbiеnitе rеzultаti nе mоžе dа sе gеnеrаlizirааt.
Kоgа trеbа dа sе zеmе prеdvid turbо kružnа krstоsnicа pоmеѓu rаzlični аltеrnаtivni
plаnоvi, trеbа dа sе rеаlizirа tеmеlnа studiја zа dа sе spоrеdаt pеrfоrmаnsitе nа vооbičаеnаtа
kružnа krstоsnicа i turbо kružnаtа krstоsnicа zа dа sе idеntifikuvа gеоmеtriskiоt dizајn
pоgоdеn zа spеcifičnitе pоtrеbi nа slučајоt kој sе ispituvа.
Litеrаturа:
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
Оpštinа Tеtоvо
Ељmir Mustаfаi
SSОU “Mоšа Piјаdе” – Tеtоvо
Mеritа Mustаfаi
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 а 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.
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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
3
9
16
7
4
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.
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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 user’s 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 ŠKOLA ZA SAOBRAĆAJ I KOMUNIKACIJE, SARAJEVO
Midhat Tatlić, dipl. ing. saobraćaja
ALTERNATIVE ZA LIJEVA SKRETANJA NA RASKRSNICAMA NA GRADSKIM I
PRIGRADSKIM SAOBRAĆAJNICAMA
SAŽETAK:
Mnogi putne arterije beznadno su začepljene. U mnogim mjestima, inženjeri su učinili koliko
se moglo s konvencionalnim poboljšanjima. Napredak inteligentnih transportnih sistema neće
dati veću pomoć na gradskim arterijama još dugi niz godina. Predstavićemo pet
nekonvencionalnih alternativnih rješenja 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 predlaže kada analitičari trebaju uzeti u obzir studiju
izvodljivosti i funkcionalni dizajn.
1. UVOD
Mnoge gradske i prigradske arterije su začepljene sa malo nade za poboljšanja.
Inženjeri u mnogim mjestima su učinili 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 će promjene u
korištenju zemljišta prije nego što pruži veliko olakšanje. Širenje arterija, izgradnja
nadvožnjaka, nadogradnju arterijskih raskrsnica na čvorišta i izgradnja zaobilaznica su skupe
i zahtjevaju duži vremenski period izgradnje.
Da bi došli do poboljšanja opisaćemo pet nekonvencionalnih alternativa koje inženjeri
mogu primjeniti za njihov gradski i prigradski promet. Danas imamo veliki broj Softwerskih
alata kao što su Sidra i Synhro, TRANSYT-7F, CORSIM itd., gdje sa može procijeniti gustoća
prometa na određenim lokacijama.
Svrha ovog rada je prikaz alternativnih rješenja:
• Median U-turn,
• Bowtie,
• Superstreet,
• Jughandle i
• Kontinuirani protok.
U radu se predstavljaju značajana nova istraživanja i primjena na medijan U-turn,
superstreet i kontinuirani protok raskrižje. Prostor u radu je ograničen pa nas sprečava da
detaljno objasnimo i druge dvije alternative (uparene raskrsnice i kontinuirana zelena T
raskršća).
U nekonvencionalnim alternativama postavljaju se dva glavna načela. Kao prvo,
naglasak je na smanjenje kašnjenja vozila. Drugo, nekonvencionalnim alternativama pokušati
smanjiti broj konfliktnih točaka na raskrsnicama, a odvojiti tačke sukoba koje ostaju. To
obično znači smanjivanje broja faza signala od četiri (pod pretpostavkom da nema
preklapanja) na dvije, što smanjuje kašnjenje za kretanje u prometu. To također obično znači
manje prijetnje vozača, što se odražava na sigurnost.
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Agencije moraju imati dovoljno volje, političku podršku i javne resurse za provedbu
odabrane alternative.
Ovaj rad prikazuje svaki od pet nekonvencionalnim alternativa s istim formatom: Opis
sa dijagrama, sažetak novom istraživanju ili provedbi ako ih ima, popis prednosti i mana u
odnosu na konvencionalne arterije.
2. Medijan polukružno (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 vrši izvan raskrsnice, polukružno na
crossover i izvrši 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 ukrštanja trebaju biti usklađene sa signalom na
glavnoj raskrsnici i zahtijevaju od arterijskih vozača da se zaustave više od jednom. Udaljenost
od glavne raskrsnice do najbližeg ukrštanja uzrokuje dodatni vožnju.
Sl.2 U smjerovi su signalizirani i usklađenji sa signalom na glavnoj raskrsnici
Optimalna udaljenost U skretanja je 182 metara. Medijan širine ovise o dizajnu vozila i
radijusa u kojem se može napraviti U-turn. Za veliku poluprikolicu preporučuje se srednja
širina 18 metara na četiri trake kolovoza. Uži Medijan je moguć s manjim dizajnom vozila, na
šest ili osam traka ili proširenje izvan ruba linije kolovoza.
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Michigan Odjel za transport (MDOT) je najistaknutiji korisnik medijana U-okreta u
Sjedinjenim Državama, s više od 1000 kilometara u službi. MDOT i druge agencije u Michiganu
koriste medijan polukružno okretanje 30 godina i dalje ih dizajniraju.
U posljednjih nekoliko godina, autori su proučavali sposobnost i učinkovitost medijan
polukružnog okretanja.
Kapacitet medijan polukružno u odnosu na konvencionalne arterije na signaliziranim
raskrsnicama je veoma zanimljiv. Kapacitet se povećava za medijan polukružno zbog manjeg
broja faza signala s manje izgubljenog vremena, ali se smanjuje jer je obično manji pristup
stazi zbog lijevog okretana vozila koja dva puta prolaze raskrsnicu.
Prednosti
Prednosti medijana polukružno naspram klasičnog multi-faznog signaliziranog
raskrižja uključuju:
• Smanjena kašnjenja u prometu kroz arterije,
• Povećana sposobnost na glavnoj raskrsnici,
• Lakše napredovanje kroz arterije za promet,
127
• Manje se zaustavlja kretanje u prometu, posebno na pristupima sa Stopkontroliranim pravcima,
• Manje prijetnje prelasku pješaka i
• Smanjene i odvojene konfliktne tačke tokova.
Nedostaci
Nedostaci alternativnim u odnosu na konvencionalne raskrsnice uključuju:
• Zbunjenost vozača,
• Nepoštovanje zabrane skretanje lijevo na glavnoj raskrsnici od strane vozača,
• Povećana kašnjenja za lijevo skretanje,
• Povećana udaljenost za lijevo skretanje,
• Povećan broj zaustavljanja kod lijevog skretanja,
• Veća prava-of-put zajedno arterijska,
• Veći troškovi rada za dodatne signale i
• Dva ciklusa pješačkog prelaza.
Agencije bi trebale uzeti u obzir medijan polukružnuo 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 središnju U-turn alternativu s medijani smjera
crossover na ukrštanje ulice. Kako bi prevladali nedostatke U-turna, Bowtie koristi kružne
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 kružnog toka do glavne raskrsnice može varirati od 200-600 metara.
Prednosti
Prednosti Bowtie alternative nad konvencionalnm višefaznim signaliziranim
raskrsnicama uključuju:
• Smanjena kašnjenje za preko arterijski promet,
• Povećana sposobnost na glavnoj raskrsnici,
• Smanjena zaustavlja za preko arterijski promet,
• Lakša progresija za preko arterijski promet,
• Manje prijetnje prelasku pješaka i
• Smanjen broj i odvojene konfliktne tačke tokova.
128
Nedostaci
Nedostaci alternative u odnosu na konvencionalne raskrsnice uključuju:
• Nepoštovanje zabrane skretanje lijevo na glavnoj raskrsnici od strane vozača,
• Povećana kašnjenja za lijeva-skretanja i eventualno ukrštanje kroz promet,
• Povećane putanje za lijevo-tokarenje prometa,
• Teška arterijska U-okretanja.
Kad treba primjeniti
Agencije bi trebale razmotriti Bowtie alternativu gdje uglavnom imamo visoki
arterijski volumen i sukob s umjerenim do niskim ukrštanjem i sa umjerenim ili niskim
skretanjem lijevo.
4. SUPERSTREET
Superstreet je još jedan produžetak medijana polukružno. Superstreet pruža najbolje
uvjete za prelaze preko arterija. Superstreet, prikazan je u Slika 3, zahtijeva ukrštanje ulice
kroz lijevo skretanje i lijeva okretnja. Četiri pristupa raskrsnici postaju dva neovisna
threeapproach raskrižjima. Ta neovisnost omogućuje svakom smjeru arterije da ima svoj
vlastiti signal, uključujući različite duljine ciklusa po želji, tako da inženjeri mogu postići
"savršeni" napredak u oba smjera u bilo koje vrijeme. Pješaci mogu prelaziti arteriju relativno
sigurno preko dvostupanjskog prelaza kako Slika 3 prikazuje. Ostali dizajn pojedinosti
superstreet su identični medijan U-okreta.
Prednosti
Prednosti su superstreet alternative nad konvencionalnom višefaznom signalizirnom
raskrsnicom uključuju:
• Smanjena kašnjenje prometa kroz arteriju i za jedan par lijevih skretanja,
• "Perfect" dvosmjerna napredovanje u svim vremenima,
• Manje prijetnje prijelasku pješaka i
• Smanjen broj i odvojene konfliktne tačke.
Nedostaci
Nedostaci alternativnih u odnosu na konvencionalne raskrsnice uključuju:
• Zbunjenost vozača i pješaka,
• Povećana kašnjenje za ukrštanja kroz promet,
• Povećane putanje za ukrštanje kroz promet, a za jedan par lijevih skretanja,
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• Povećana zaustavlja kroz promet, a za jedan par lijevih skretanja,
• Spor dvostupanjski prelaz arterije za pješake 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 dođe do blokade terminala.
Prednosti
Prednosti jughandle alternativa nad konvencionalnim multi-faznim signaliziranim
rasksnicama uključuju:
• Smanjena kašnjenje za preko arterijski promet,
• Lakša progresija za preko arterijski promet,
• Smanjen broj i odvojene konfliktne tačke.
Nedostaci
Nedostaci alternative u odnosu na konvencionalne raskrsnice uključuju:
• Nepoštivanje zabrane lijevog skretanja na glavnoj raskrsnici,
• Povećana kašnjenje za lijeva skretanja iz arterije, pogotovo ako vozila blokiraju
rampe terminala,
• Povećane putanje za skretanje u lijevo od arterije,
• Pješaci moraju preći rampe na glavnoj raskrsnici,
• Dodatna izgradnja rampi,
• Dodatni troškovi održavanja 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. Obično, visok protok će opravdati signal na crossoveru gdje
rampa počinje. Inženjeri mogu lako koordinirati dvofazni signal sa signalom na glavnoj
raskrsnici tako da se arterijski promet ne zaustavlja više od jednom. Skretanje lijevo rampa
ostaje zajedno arterijska i zadovoljava križanju 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.
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. 18–26.
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. 153–161.
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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 alternatives—the median U-turn, bowtie,
superstreet, jughandle, and continuous flow intersection—and 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:
• Increased capacity at the main intersection,
• Reduced stops for through arterial traffic,
• Reduced and separated conflict points.
Disadvantages
• 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),
• “Perfect” two-way progression at all times with any signal spacing for through arterial
traffic,
Disadvantages
• 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.
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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:
• Narrower right-of-way needed along the arterial, and
Disadvantages
• 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:
• Narrower right-of-way needed along the arterial, and
With ramps in three or four quadrants these advantages may extend to the cross street as
well.
Disadvantages
• 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
One. ITE Journal, Vol. 68, No. 9, September 1998.
138
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. 18–26.
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. 153–161.
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Milan Perić, dipl.inž.saobraćaja
BICIKLISTI KAO UČESNICI U SAOBRAĆAJU
SAŽETAK (Abstract):
Usled globalne ekonomske krize u Svetu, velikog zagađenja vazduha izduvnim gasovima, i
globalnog zagrevanja, bicikl zauzima sve važnije mesto na lestvici održivog prevoznog
sredstva. Pored toga što je evoluirao kroz vreme a i 100% je ekološko sredstvo prevoza,
vožnja bicikla povoljno utiče i na zdravlje ljudi. Pored toga, biciklisti predstavljaju i „ranjive“
učesnike u saobraćaju pa je analizirano i njihova stradanje u saobraćajnim nezgodama. Iako
bicikl sa sobom povlači veliki broj prednosti, postojeći biciklistički saobraćaj u Nišu – gradu
povoljnom za razvoj biciklističkog saobraćaja je i dalje na jako niskom nivou.
KLJUČNE REČI: bicikl, biciklistička staza, ekološko i zdravo prevozno sredstvo, signalizacija za
bicikliste, bezbednost biciklista, biciklizam u Nišu.
1. UVOD
Bicikl predstvalja specifično prevozno sredstvo. Zapravo, prvi bicikl je, prema nekim
izvorima, konstruisao Mikelanđelo Buonaroti. Takvo prevozno sredstvo je bilo bez pedala,
napravljeno od drveta i vozio se tako što se osoba koja je upravljala, odguravala od podloge
(nalik trotinetu). U toku 19. veka, tačnije 1854. godine u periodu Industrijske revolucije u
Engleskoj je konstruisan prvi bicikl. Tadašnji bicikl je imao drugačiju konstrukciju od
današnjih savremenih bicikala. Imao je veliki prednji točak na kome su bile fiksirane pedale.
Zanimljivo je dodati još to da se prva asfaltirana površina na teritoriji Srbije izgradila za
potrebe bicikla. Zapravo, tadašnji subotički gradonačelnik je početkom 20. veka na poklon
dobio tadašnji bicikl. Kako se ne bi prljao vozeći, na Paliću je napravljena prva asfaltirana
površina kružnog oblika dužine 15, a širine 1 metar. Poznati biciklista u Srbiji je Ivan Sarić
rodom iz Subotice gde danas ima i svoj spomenik. Danas, prema nekim procenama u Svetu
postoji preko 1.000.000.000 bicikala.
Današnji bicikli se u mnogome razlikuju od tadašnjih zbog konstantnog tehnološkog
unapređenja. Prema aktuelnom Zakonu o bezbednosti saobraćaja Republike Srbije bicikl je
vozilo sa najmanje dva točka koje se pokreće snagom vozača, odnosno putnika koja se pomoću
pedala ili ručica prenosi na točak odnosno točkove.
1.
2.
3.
4.
5.
Postoji više vrsta bicikala [1]:
Ženski bicikl – nema cev koja spaja volan i sedište kako bi žene mogle da voze bicik i u
suknji,
Muški bicikl – ima cev izmeću volana i sedišta koji pomaže da bicikl bude krući, a na toj
cevi se može instalirati i sedište za prevoz dece,
Dečiji bicikl – bicikl koji je manjih dimenzija (gabarita) i ima mogućnost da se na
poslednjem točku instaliraju pomoćni točkovi koji omogućuju dodatnu stabilnost u
periodima kada deca savladavaju veštinu vožnje bicikla,
Tricikl – ima tri točka, dva pozadi i mahom je korišćen od starne dece, ljudi sa
posebnim potrebama ili starih zbog svoje stabilnosti,
Sportski bicikl – bicikl namenjen za postizanje velikih brzina i ima upravljač postavljen
tako da vozač bicikla mora da zauzme savijeni položaj. Napravljen je obično od
materijala male težine i ima obićno pneumatike manje širine. Od opreme obavezno
ima menjač kako bi se lakše savladali usponi.
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6.
7.
8.
9.
Tandem – bicikl namenjen za dve osobe koje sede jedna iza druge,
Brdski bicikl – bicikl namenjen za brdovitu vožnju,
Poni bicikl – bicikl sa mogućnošću sklapanja,
Monocikl – bicikl sa jednim točkom karakterističan po tome što je za upravljanje njim
potrebna posebna veština jer je jako nestabilan,
10. Sobni bicikl – sprava novijeg datuma, namenjena isključivo za vežbanje, odnosno
simulaciju vožnje u kućnim, 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 naјviše
prisutan u Autonomnoj Pokrajni Vojvodini – u daljem tekstu AP Vojvodina. U gradovima na
teritoriji AP Vojvodine (Novi Sad, Subotica, Sombor i dr.) postoje uređene biciklističke staze i
trake, dok na ostaloj teritoriji Srbije prisustvo biciklističkih staza i traka imamo u pojedinim
delovima Beograda, i u poslednje vreme Niša.
Za kretanje bicikla se može reći da ne postoje ograničenja, odnosno bicikl ne zahteva
specifičnu infrastrukturu – komercijalni bicikl ne razvija veliku brzinu pa se može voziti po
saobraćajnicama različitih podloga. Zapravo, bicikl po [2], ako ne postoji biciklistička staza ili
biciklistička traka, se sme voziti po kolovozu u pojasu od 1 metra u odnosu na desnu ivicu
saobraćajnice u smeru kretanja.
Biciklistička staza je put namenjen isključivo za kretanje bicikala, biciklistička traka je
saobraćajna traka namenjena za saobraćaj bicikala, mopeda i lakih tricikla [2].
Usled globalne ekonomske krize koja dovodi do skoro konstantnog povećanja cena
osnovnih životnih namirnica, naftnih derivata i sl. svako putovanje putničkim automobilom,
pa čak i javnim prevozom predstavlja dodatno opterećenje za budžet građana.
Ako se izvrši međusobna, odnosno uporedna analiza cene automobila, bicikla i cene
mesečne karte za javni prevoz dolazimo do zanimljivih podataka:
Cena automobila je daleko veća od cene bicikla i može se reći da je besmisleno
upoređivati cene ovih prevoznih sredstava. Kada se na cenu automobila doda cena
registracije, cena održavanja automobila (zamena pnaumatika, ulja, pojedinih agregata,
pranje, tekuće opravke), cenu parkinga, cena energije i sl. dolazi se do značajne sume koja je
nerealna za upoređivanje sa cenom bicikla. Cena bicikla, kao i troškovi njegovog održavanja su
u znatnoj meri niži nego cena i troškovi održavanja putničkog automobila. Uostalom, kod
bicikla ne postoje troškovi registracije, za energiju (gorivo), za parking itd.
Jedan novi komercijalni bicikl je moguće kupiti za svega 100 evra, što predstavlja skoro
pet mesečnih karata za zaposlene u zoni gradskog prevoza 1 i 2 u Nišu. Cena bicikla je u
odnosu na automobil jako povoljnija pre svega zbog specifične konstrukcije, odnosno
jednostavne izrade. Takođe, bitno je napomenuti da je dostupnost bicikala u Svetu mnogo
veća nego dostupnost putničkih automobila, prvenstveno zbog jednostavne izrade i niske
cene, a i zato što ne zahteva posebnu infrastrukturu.
U predhodnom tekstu je već napomenuto da je održavanje bicikla jednostavnije i
jeftinije nego održavanje putničkog automobila Pod održavanjem putničkog automobila se
prvenstveno misli na dnevnu negu vozila, tekuće opravke i servis vozila uz troškove stručnog
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lica - automehaničara. Kada se na troškove neophodne za održavanje doda cena goriva,
registracije, pneumatika, tečnosti za vetrobran i sl. ona progresivno raste. Ako se i na to još
doda činjenica da cene održavanja putničkog automobila se proporcionalno povećava sa
godinama starosti automobila cena dostiže velike brojeve.
Održavanje bicikla je nasuprot mnogo jednostavnije. Bicikl se može održavati bez
posredovanja stručnog lica za održavanje - automehaničara i prvenstveno se svodi na čišćenje
i podmazivanje zupčanika i lanaca – eventualna zamena, kao i na podmazivanje menjača,
ručica za kočnice i sl. Na sve to mora se dodati kupovina i održavanje prednjih i zadnjih
svetala, kupovina reflektujuće plastike („mačije oči“), i eventualno zaštitne kacige i
retroreflektujućeg prsluka. Dnevna i periodična nega bicikla je jednostavija i mnogo jeftinija u
odnosu na putnički automobil.
Pored svih šturo navedenih benefita bicikala, najvažniji atributi ovog prevoznog
sredstva je ekološko i zdravo prevozno sredstvo. Vožnja biciklom predstvalja rekreaciju i
relaksaciju bicikliste i izuzetno se povoljno odražava na zdravlje ljudi – više o tome u poglavlju
6. Bicikl bi bio idealno prevozno sredstvo za svrhu putovanja „odlazak i povratak sa posla“.
Današnji poslovi su prosto nezamislivi bez kancelarija i računara, pa bi zaposlenima u odlasku
i dolasku sa posla vožnja bicikla predsavljala sastavni deo obavezne dnevne rekreacije. Pored
povoljnosti koje pruža u smeru čovekovog zdravlja, vožnja bicikla predstavlja i ekološko
rešenje. Sve zemlje Sveta imaju problema sa povećanim obimom saobraćaja, saobraćajnim
zakrčenjima, izduvnim gasovima, buke i zagađenjem životne sredine. Favorizovanje
biciklističkog prevoza bi u mnogome delovalo u smanjenju zagađenja životne sredine,
smanjenju buke i saobraćajnih zakrčenja.
Bicikl predstavlja karakteristično prevozno sredstvo. Prvenstveno po svojoj
konstrukciji i sličnosti, biciklista, kao učenik u saobraćaju, takođe spada u karakteristične
učesnike u saobraćaju. Pored pešaka, motociklista, biciklisti spadaju u tzv. „ranjivu kategoriju“.
Biciklisti su „ranjivi“ iz osnovnog razloga što ih od spoljnih uticaja ne štiti ni karoserija, ni
vetrobransko staklo, već jedino odeća koju nose.
Takođe je naophodno napomenuti da vožnja bicikla predstavlja uživanje kada su
povoljni vremenski uslovi. Kada su vremenski uslovi nepovoljni – kiša, sneg, led, grad, bicikl
može da se vozi, ali se blagodeti vožnje ne mogu osetiti kao po danima kada su vremesnki
uslovi povoljni.
Na kraju ovog dela može se još jednom ponoviti prednosti bicikla:
1. Mala cena,
2. Velika dostupnost bicikla,
3. Nezahtevanje posebne infrastrukture,
4. Jeftino i jednostavno održavanje,
5. Ekološko prevozno sredstvo,
6. Zdravo prevozno sredstvo,
Kao mane bicikala se može navesti:
1. „Ranjiva“ kategorija,
2. Nemogućnost prijatne vožnje po lošim vremenskim uslovima.
Interesantno je napomenuti da je bicikl kao prevozno sredstvo evoluirao kroz vreme.
Prvi bicikli su bili takve konstrukcije da im je prednji točak bilo dosta većeg obima nego
poslednji. Zatim, nekadašnje čelične konstrukcije danas su zamenjene novim, aluminijusmkim
materijalima koji omogućavaju da bicikl ima manju težinu i samim tim lakše postiže veliku
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brzinu. Nekadašnja kruta osovina je sada zamenjena aktivnim vešanjem pri čemu se postiže
da se neravnine, odnosno udarne rupe biciklista što ugodnije prevazilazi. Od nekadašnje jedne
brzine, danas imamo bicikle koje imaju od 15 do 27 brzina. Kada su u pitanju kočnice, od
nekadašnjih pedalnih kočnica (tzv. kontra) sada su na biciklima prisutni savremeniji i
bezbedniji načini kočnica (hiraulične, disk kočnice itd.). Kod savremenijih bicikla prisutna su
nova, anatomski oblikovana sedišta, eventualno sa dodatnim jastučićima kao i anti-šok sic koji
umanjuje neprijatnosti takom vožnje. Kako bi bicikl postigao što veće ubrzanje, samim tim i
veću brzinu uz što manji napor bicikliste, na novim biciklima imamo tanje gume koje
prijanjaju na podlogu sa manjom površinom nego široke gume, pa se na taj način smanjuje
trenje i otpori između 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 lančanici,
pedale),
3. Menjač brzina – prednji, zadnji, ručica menjača,
4. Kočnice – ručna kočnica,
5. Amortizeri – prednji i zadnji,
6. Točkovi – obruč, odnodno bandaš, glava, spoljašnja guma, unutrašnja guma,
7. Sedište,
8. Upravljač – šoljica upravljača, lula, ručica upravljača,
9. Sajle.
3. OPREMA ZA BICIKL
Prema Zakonu o bezbednosti saobraćaja Republike Srbije [2] i Pravilniku o podeli
motornih i priključnih vozila i tehničkim uslovima za vozila u saobraćaju na putevima
Republike Srbije [5] obavezna oprema bicikliste je sledeća:
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 način uočen u noćnim
uslovima ili u periodima loših vremenskih prilika na putu. Jedno od najbitnijih uslova
koje bicikl, odnosno biciklista mora da ispuni je da bude uočen u saobraćaju. Inače,
prednje svetlo bele boje na biciklu mora da osvetljava deonicu od 10 – 50 metara,
2. Nošenje zaštitne kacige nije obavezno, ali se preporučuje – tačnije, nošenjem zaštitne
kacije biciklista se štiti od povreda prilikom eventualne saobraćajne nezgode ili pada.
Nošenje zaštitne kacige se naročito preporučuje kod sportskih vožnji, gde su brzine
veće u odnosu na „rekeracijsku“ vožnju. U ovom segmentu se može dodati i poželjno
nošenje specijalnih naočara za bicikliste, kako bi se na adekvatan način zaštitile oči od
Sunčevih zraka i kako bi se onemogućilo insektima da ometaju biciklistu u vožnji.
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 saobraćaju može se dodati da je
143
4.
5.
6.
7.
8.
pored vidljivosti bicikliste vrlo bitno da pored toga što mora biti vidljiv, mora da bude i
„čujan“ u saobraćaju. Emitovanjem zvučnog signala biciklista može opomenuti
učesnike o saobraćaju o svom nailasku ili nemogućnosti da se na adekvatan način i u
pravo vreme zaustavi. Zvono najčešće služi za opominjanje pešaka, drugih bicilista, dok
su biciklisti slabije „čujni“ za vozače putničkog automobila prvenstveno zbog buke koju
proizvode motori sa unutrašnjim sagorevanjem kod putničkih automobila.
Svaki točak na biciklu mora imati propisanu kočnicu – vrlo je bitno zaustaviti se na
pravom mestu u pravo vreme. Neophodno je da bicikl poseduje ispravne obe kočnice.
Usled neispravnosti jedne kočnice može se ozbiljno ugroziti stabilnost bicikla prilikom
kočenja i povećanja zaustavnog puta bicikla. Usled otkaza jedne kočnice, tj. kočenjem
samo prednjom kočnicom može da dođe do prevrtanja bicikla oko prednjeg točka,
odnosno, ako dođe do otkazivanja zadnje kočnice može doći do zanošenja bicikla.
Na bočnim stranama točkova neophodne su reflektujuća tela bele ili žute boje – ovaj
uslov proističe od uslova da biciklista mora da bude vidljiv na putu sa svih strana u
noćnim uslovima ili u uslovima slabije vidljivosti. Reflektujuća tela na točkovima su
jako bitna za vidljivost bicikliste kada mu se približava neki učenik u saobraćaju sa
bočne strane. Ako prednje i zadnje svetlo predstavljaju čeonu, onda reflektujuća tela na
točkovima omogućavaju bočnu vidljivost biciklista
Adekvatna odeća i obuća – Odeća treba da bude izrađena od trpnih i lakih materijala, a
obuća, odnosno cipele treba da budu u zavisnosti od vrste bicikla. Neophodno je imati
adekvatnu odeću jer ona pruža dodatnu sigurnost i udobnost. Obično je tesna poput
baletanskih trikoa, jer na taj način obezbeđuje manji otpor vazduha i suvu kožu (znoj
preko odeće isparava na spoljašnjem delu odeće). Obavezno je nagalasiti da se prilikom
vožnje bicikla moraju vezati perte kako se ne bi zamotale u lanac.
Alat – Biciklista treba da bude opremljen sitnim alatom da u slučaju bilo kakvog sitnog
defekta ima sa čim da deluje,
Ostala oprema – Prvanstveno se misli na prateće delove: „U“ brazdu za zaštitu od krađe,
pumpu za gume, flaša za vodu, merač brzine, nožica, 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, čijim se kombinovanjem formiraju oznake na
saobraćajnoj površini [6]. Kada biciklisti učestvuju u tzv. „mešanom“ saobraćaju oni koriste
horizontalnu signalizaciju motornog saobraćaja. Kada postoje biciklističke trake i biciklističke
staze onda postoji i posebna horizintalna signalizacija za bicikliste. Karakteristika
horizontalne signalizacije za bicikliste je u tome što se bele oznake, natpisi i simboli nalaze na
crvenoj teksturi podloge. Važno je napomenuti da se crvena tekstura u Srbiji primenjuje samo
u Beogradu na stazama novijeg datuma, dok se u gradovima u AP Vojvodini i Nišu primenjuje
standardna boja teksture kao i za ostali motorni saobraćaj.
Na slici 2 se može primetiti da postoje različite vrste biciklističkih staza. Na slici 2 sa
leve strane prikazana je biciklistička staza koja se nalazi između trotoara i kolovoza. Na slici 2
u sredini prikazana je biciklistička staza koja se nalazi između trotoara i parking mesta. Ovo
parkiranje je ulično parkiranja i u većini slučajeva je pod 0 stepeni. Na slici 2 sa desne strane
se nalazi prikaz dvosmerne biciklističke staze kao samostačno rešenje, odnosno ova vrsta
144
biciklističke staze je najbezbednija i najprijatnija za vožnju 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 biciklistička staza
Kada je reč o znakovima u horizontalnoj ravni kod biciklističkog saobraćaja imamo
prisutne sledeće oznake:
„Biciklistička
staza“ – Ovaj znak
se postavlja na
početku
biciklističke staze i
predstavlja
slobodno kretanje
bicikliste duž staze.
„Siđi sa bicikla“
– Ovaj znak se
postavlja na
mestima
promene režima
kretanja
biciklista.
„Vozi“ – snak se
postavlja na
početku dela
staze sa
slobodnim
kretanjem.
„Pazi“ – Znak se
postavlja na
mestu promene
režima kretanja
biciklista
Strelica u
kolovozu
„Pravo“.
Visine je
1,60
metara,
širine 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 saobraćajne površine. Tako je formiran skup oznaka
prezentiran pomoću saobraćajnih znakova [7]. Tačnije, u ovom poglavlju će biti bačena
posebna pažnja na sistem saobraćajnih znakova koji služe za kretanje biciklista. Neophodno je
napomenuti da se saobraćajni znaci za bicikliste razlikuju od saobraćajnih znakova
namenjenih za druge učenike u saobraćaju.
Sistem vertikalne signalizacije je podeljen na dve grupe [8]:
1. Znakovi za bicikliste na gradskoj uličnoj mreži (znakovi koji se koriste u naselju),
2. Znakovi za bicikliste van naselja.
Grafički sadržaj znakova je isti i za uličnu mrežu i za van uličnu mrežu samo se razlikuje boja
podloge znaka.
Slika 4: Početak i kraj biciklističke staze u i van neseljenog mesta
Na slici broj 4 sa leve strane predstavljen je saobraćajni znak za bicikliste „Biciklistička
staza“ u naseljenom mestu, odnosno u gradu, dok isti takav znak samo sa zelenom podlogom
predstavlja početak biciklističke staze van naseljenog mesta. Analogno ovim znakovima,
145
takođe na slici 4 prikazani su i saobraćajni znaci „Kraj biciklističke 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 doći i dodatne table.
Dodatne table takođe 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
biciklističku stazu
Nailazak na raskrsnicu gde postoje
posebne biciklističke staze
Staza namenjena za dvosmerno
kretanje
Staza namenjena za jednosmerno
kretanje
Staza ima kontakt sa pešacima sa
desne strane
Nailazak na raskrsnicu gde postoje
posebne biciklističke staze
Staza zajednička za bicikliste i pešake
– postoji opasnost od naletanja
pešaka
U našoj zemlji se primenjuju sledeći saobraćajni znaci za bicikliste
Slika 6: Vertikalna signalizacija za bicikliste
SVETLOSNA SIGNALIZACIJA – prvenstveno podrazumeva regulisanje saobraćaja
pomoću svetlosnih signala. Biciklisti, ako ne postoji posebna biciklistička signalizacija, koriste
svetlosnu signalizaciju namenjenu motornom saobraćaju. Posebna biciklistička signalizacija
se javlja tamo gde je biciklističkom saobraćaju dat izuzetno veliki značaj, odnosno, tamo gde
postoje biciklističke trake, odnosno biciklističke 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, žutoj 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 saobraćaja je naučna disciplina koja se bavi izučavanjem štetih polsedica u
saobraćaju i merama za njihovo otklanjanje. Štetne posledice u saobraćaju su saobraćajne
nezgode [9].
U Srbiji se od 1980-2010. godine dogodilo 1.271.549 saobraćajnih nezgoda u kojima je
povređeno 562.691 lica, a poginulo 38.724 [10]. Ilustracije radi, za 30 godina u Srbiji je u
saobraćajnim nezgodama pogino ceo jedan grad veličine Jagodine ili Požarevca, a stradala
skoro trećina grada Beograda. Samo u periodu od 2001.-2010. godine u 608.852 saobraćajnih
nezgoda povređeno je 188.767 lica, a poginulo 9.015 lica [10]. Zbog zabrinjavajućeg broja
saobraćajnih nezgoda i broja povređenih i poginulih bezbednost saobraćaja je naučna
disciplina kojoj se poklanja dosta velika pažnja u poslednje vreme.
Nezgode u
kojima su
učestvovali
biciklisti
Dan
Uku
pno
Nezgode koje
su izazvali
vozači bicikla
Posledice
Svega
nastra
dalo
Pogin
ulo
Povre
đeno
Dan
Poned
eljak
Utorak
Sreda
Četvrt
ak
Petak
Subota
Nedelj
a
UKUP
NO
Poned
304
281
10
271
eljak
Utorak 303
295
9
286
Sreda
267
245
8
237
Četvrt
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 učestvovali
biciklisti i posledice [10]
Slika 8: Nezgode biciklista i posledice
Posledice
Uku
pno
Svega
nastra
dalo
Pogin
ulo
Povre
đeno
147
137
3
134
150
132
146
119
4
3
142
116
152
147
8
139
183
151
176
145
6
3
170
142
115
119
1
118
103
0
989
28
961
Tabela 3 Nezgode koje su izazvali vozači
bicikla i posledice
Slika 9: Nezgode sa biciklistima i posledice
Prema tabeli 2 u 2010. godini dogodilo se 1991. saobraćajna nezgoda u kojima su učestvovali
biciklisti. Najveći broj saobraćajnih nezgoda sa biciklistima – 342 nezgode (17,18%) se
dogodilo petkom, a najmanje – 194 nezgoda (9,74%) nedeljom. U 2010. godini u
saobraćajnim nezgodama je poginulo 65, a povređeno 1821 biciklista. Najveći broj poginulih –
147
njih 14 (21.54%) ginulo je četvrtkom, a najmanje – 4 lica (6,15%) nedeljom. Na slici 8 je,
analogno tabeli 2, grafički prikazan ukupan broj saobraćajnih nezgoda, broj nastradalih, broj
povređenih i poginulih lica u 2010. godini.
Iz tabele 3 se može primetiti da je od 1991. saobraćajne nezgode 1030. saobraćajnih nezgoda
(51.73%) izazvano od strane biciklista. U saobraćajnim nezgodama koje su izazvali vozači
bicikala, poginulo je 28 lica (43,07% od ukupnog broja poginulih).
Na slici 10 je prema [11] prikazan saobraćajni rizik stradanja biciklista u saobraćajnim
nezgodama po opštinama od 2008-2010. godine.
Slika 10: Saobraćajni rizik stradanja
biciklista po opštinama od 2008-2010.
godine [11]
Sa slike 10 se primećuje da je najveći
saobraćajni rizik stradanja biciklista u opštinama:
Kikinda, Kula, Novi Bečej, Bačka Palanka, Plandište,
Alibunar, Bogaić, Vladimirovci, Kovin, Smederevska
Palanka, Lapovo, Svilajnac, Doljevac i Bojnik.
Najveći saobraćajni rizik stradanja biciklista
u saobraćajnim nezgodama sa tendencijom
smanjenja je primećen u opštinama: Sombor,
Apatin, Odžaci, Bečej, Nova Crnja, Žitište, Žabalj,
Bački Petrovac, Šid, Sečanj, Kovačica, Opovo, Bela
Crkva, Stara Pazova, Šabac, Velika Plana, Požega,
Ražanj, Kuršumlija i Leskovac.
Prema statističkim podacima na svakim
5000 kilometara biciklista padne sa bicikla.
Takođe, povrede glave su u 75% slučajeva uzrok
smrti kod biciklista, a kaciga uspešno štiti u 85%
težih povreda.
6. VAŽNOST BICIKLA
Korišćenje bicikla ima potencijala da preuzma važan i veliki udeo u javnom prevozu.
Prilikom projektovanja politike o biciklistima mora se posebno povesti računa o „ranjivim“
biciklistima. Kada se spominje „ranjivi“ biciklisti, tačnije „ranjivi ranjive“ kategorije učesnika u
saobraćaju prevashodno se misli na ona lica koji su najugroženiji biciklisti – žene, deca i
starija lica. Ove kategorije biciklista zahtevaju posebnu pažnju u vezi sa zaštitom od ostalih
učenika u saobraćaju.
Takođe, poznato je da je biciklistički saobraćaj „zelen“. Tačnije, biciklistički saobraćaj
ne zagađuje životnu sredinu kao što to čini motorni saobraćaj. Pored toga, bicikl kao prevozno
sredstvo zauzima mnogo manji prostor i na saobraćajnoj površini i za parkiranje, pri čemu se
štedi prostor za kretanje i parkiranje. Bicikl ne proizvodi nikakvu buku prilikom kretanja za
razliku od bilo kog drugog vida prevoza, a i najvažnije je to da je nejjeftini – skoro svima je
dostupan bez obzira na materijalni položaj ljudi. Pored svih benefita, bicikl pruža uživanje u
vožnji.
Kako bi se celokupni biciklistički saobraćaj favorizovao, odnosno podigao na neki veći
nivo, neophodno je izgraditi, odnosno poboljšati infrastrukturu za bicikliste. Na ovaj način se
ne unapređuje samo biciklistički saobraćaj, već se posebna pažnja poklanja zdravom životu
stanovnika. Biciklizam je jako važan za rekreaciju, smanjenje gojaznosti, dijabetisa,
148
kardiovaskularnih smetnji itd. Generalo, favorizacijom biciklističkog saobraćaja, favorizujemo
i zdrav način života.
U 2009. godini u Americi 50% vožnji bicikla je bilo sa sledećim svrhama: odlazak na
posao, odlazak u školu, odlazak u kupovinu, poseta prijatelja, pristup javnom prevozu itd.
„Utilitaristički“ biciklizam je u 2009. godini porastao sa 43% na 51% [12].
Pored bazičnog
uslova favorizacije biciklističkog saobraćaja – kvalitetna
infrastruktura, u daljem podizanju na viši nivo mnogo mogu pomoći kampanje. Kampanje
mogu uticati na to da više ljudi shhvati da su umerene fizičke aktivnosti, u ovom slučaju
biciklizam, važne po zdravlje ljudi. Naravno, bazični uslov je na lokalnoj samoupravi koja
stavar uslove za dalji napredak biciklističkog saobraćaja.
U aprilu 2012. godine, u Londonu, Rimu i Edimburgu se održao masovni protest
biciklista. Samo u Londonu, više od 10.000 biciklista su zahtevali veću bezbednost na
putevima. U najmasovnijem skupu biciklista, kojim su zakrčili ulice u znak protesta zbog toga
što je na putevima u Engleskoj od početka 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“ simboličnim silaskom sa bicikla i ležanjem na ulici skrenuta pažnja na
poginule pešake i bicikliste u saobraćaju. Takođe, na istom skupu skrenuta je pažnja na da se
upotrebom bicikla smanjuje zagađenje životne sredine izduvnim gasovima iz motora. U
poslednjih 10 godina u Italiji je poginulo oko 2500 biciklista – najviše u Rimu i Milanu. Kao
zemlja sa najbolje organizovanim i najbezbednijim biciklističkim saobraćajem je Holandija, pa
je veliki broj biciklista svrstava u zemlju „za primer“ [13].
7. BICIKLISTIČKI SAOBRAĆAJ U NIŠU
Niš kao grad od oko 250.000 stanovnika se nalazi na jugoistoku Srbije, 250 km južno
od Beograda.
Kao jedan od osnovnih uslova za projektovanje biciklističkih traka i favorizovanje
biciklističkog saobraćaja je da teritorija na kojoj se projektuje sistem bicklističkih traka ne
treba da sadrži velike uspone.
Za Niš koji se prostire u kotlini na površini od 597 km2 i nadmorskoj visini oko 200 m
se može reći da je pretežno ravničarskog tipa. Izuzev južnih delova grada, ostali delovi grada
se protežu u predelima gde ne postoje ili postoje zanemarivi usponi. Odnosno na većoj
teritoriji grada postoji ispunjenje uslova za projektovanje biciklističkih staza.
Drugi od bitnih uslova za projektovanje biciklističkih staza je tip grada, odnostno tip
saobraćajne mreže u grada.
Poznato je da su gradovi u Srbiji u kojima je
razvijen
biciklistički
saobraćaj
pretežno
ortogonalnog tipa i da su prisutne ulice dovoljne
širine pogodne za projektovanje biciklističkih
staza. Niš je karakterističan zbog svog
monocentrično – longitudinalnog načina
prostiranja. Čak i pored svoje specifičnog tipa, u
Nišu su prisutni potezi izuzetno povoljni za
projetovanje biciklističkih staza pogotovu pored
velikih bulevara izgrađenih u poslednjih
nekoliko godina.
Sa slike 11 se primećuje da biciklističke
Slika 11: Biciklističke staze po deonicama u
staze
nisu međusobno povezane u jednu
Nišu
neprekidnu celinu, odnosno da su biciklističke
staze sa znatnim prekidima. Tako se i izdvajaja
nekoliko deonica bicklističkih staza.
149
Slika 12:
Deonica A
Slika 13: Potez
između deonice
AiB
Slika 14:
Semafor
između deonice
AiB
Slika 15:
Deonica B
Slika 16: Potez
između deonice
BiC
Slika 17:
Deonica C
Slika 18:
Deonica D
Slika 19:
Deonica D
Slika 20:
Deonica E
Slika 21: Fizičke
prepreke na
deonici E
Deonice A, B i C se nalaze na Bulevaru Nemanjića i one su sagrađene još pre skoro 25
godina prilikom planske izgradnje tog dela grada. Zapravo, prema projektu iz perioda
izgradnje celokupnog dela grada, predviđene su biciklističke staze duž celog Bulevara
Nemanjića (doduše tadašnjeg Bulevara Lenjina) sa celokupnom horizontalnom, vertikalnom i
svetlosnom signalizacijom. Čak iako su predviđene projektom, bicklističke staze na Bulevaru
Nemanjića (deonica A, B i C) skoro nikada nisu služile svojoj svrsi (slika 13). U maju 2012.
godine su samo deonice A, B i C obeležene horizontalnom i vertiklanom signalizacijom. Na
ovaj način je pokušano da se delovima celokupne biciklističke staze duž Bulevara Nemanjića,
sagrađene još skoro pre 25 godina, vrate svojoj nameni. Semafor za bicikliste (slika 14)
postavljen još pre 25 godina potvrđuje da se na aktuelnom koridoru planirao privilegovan
tretman biciklistima.
Deonice D i E se nalaze na novosagrađenom Bulevaru Medijana. Bulevar je kompletno
završen u martu 2012. godine kada je i iscrtana biciklistička staza. Veliki nedostatak na
Bulevaru Medijana je to što je prisutan prekid biciklističke staze (potez između deonice D i E)
kao i veliki broj fizučkih prepreka (saobraćajni znaci, stajališne oznake i sl.) – slika 21. Na
„prekidu“ biciklističke staze se nalazi trotoar kao i parkiralište maloprodajnog objekta. Pored
pomenutog primećeno je da neki biciklisti ne koriste biciklističku stazu več saobraćajnu traku
namenjenu motornom saobraćaju – slika 19.
Deonica F je u sklopu Bulevara Somborska koji je takođe novijeg datuma, bulevar je
izgrađen u aprilu 2012. godine kada su i projektovane biciklističke staze. Na ovoj deonici je
primećen veoma loše rešenje silaznih rampi za bicikliste – slika 23 i 25.
staze.
Deonica G je deonica ka Niškoj Banji i na ovoj deonici je u toku izgradnja biciklističke
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Slika 22:
Deonica F
Slika 23: Deonica F
Slika 24: Deonica F
Slika 25: Nerešene
„rampe“ – deonica F
8. ZAKLUČAK
U jeku ekonomske krize, globalnog zagrevanja, sve prisutnijeg zagađenja vazduha,
voda i zemljišta bicikl kao „zeleno“ prevozno sredstvo sve više dobija na značaju. Shodno
tome, bicikl se svuda u Svetu smatra privilegovanim prevoznim sredstvom, odnosno sredstvo
kome je neophodno pružiti veću važnost, odnosno značaj na mreži. Bicikl je 100% ekološko
prevozno sredstvo koje ne zagađuje životnu sredinu, njegovo korišćenje – vožnja, utiče
povoljno i na zdravlje icklista. po preporukama doktora medicine vožnja bicikala, svega 30
minuta u toku dana povoljno utiče na kardio-vaskularni sistem, na smanjenje telesne mase,
smanjenje i otklanjanje stresa, napetosti, ublažavanje simptoma depresije i sl. (bolesti
savremeneog doba – povišeni krvni pritisak, stres i gojaznost). Pored ekoloških i
zdravstvenih benefita, bicikl donosi i uštede materijalnog tipa. Prvenstveno cena jednog
polovnog automobila prosečnih performansi je i do 20 puta puta veća od cene jednog novog,
savremenog bicikla. Održavanje bicikla ne zahteva troškove registracije, energije (goriva),
maziva, usluge automehaničara, parkiranja i sl. Takođe korišćenje bicikla ne zahteva kupovinu
karata za prevoz (bicikl u odnosu na sistem JGPP), štedi se na vremenu čekanja transportne
jednice na stanicama, ne postoji neprijatnost putnika u vršnim peridima kada je u vozilima
ugrožen komfor itd. Troškovi za bicikliste se javljaju usled otkaza pojedinog agregata na
biciklu.
Bitno je istaći da bicikl nije ugrožen saobraćajnim zakrčenjima usled povećanja obima
saobraćaja na mreži saobraćajnica. Prema podacima sa terena ustanovljeno je da vreme
vožnje na deonici od 4,4 km se razlikuje u zavisnosti od vida prevoza. Vožnja na rastojanju od
4,4 km se putničkim automobilom obavi za 8 min; javnim prevozom za 13 min. (neophodno je
istaći da u ovo vreme ne ulazi vreme čekanja na transportnu jednicu kao ni vreme pešačenja
od izvora putovanja do stajališta, odnosno vreme od stajališta do cilja putovanja ); biciklom 16
min. Vrlo je važno je napomenuti da na deonici na kojoj je vršeno snimanje ne postoje
biciklističke staze, odnosno trake, tako da je se bicikl prilikom snimanja kretao
saobraćajnicama uz saobraćajna zadržavanja.
Unapređenjem biciklističkog saobraćaja, davanjem većeg značaja, projektovanjem
biciklističkih staza, odnosno traka povećavamo i bezbednost samih biciklista i moivišemo
ljude da koriste bicikl. Vožnja bicikla po adekvatnoj infrastrukturi predstavlja pored
rekreacije i uživanje. Jedini nedostatak biciklističkog saobraćaja je u zavisnoti od vremenskih
uslova, može izazvati umor kod bicikliste i, posebno u našim uslovima velika nepopularnost
biciklsta u javnosti. Odnosno, korišćenje bicikla i javnog prevoza se u našim uslovima u
javnosti doživljava kao jedna od osobina – karakteristika ljudi „niže rase“, odnosno ljudi
niskog socijalnog statusa. Tako da bicikl kao i javni prevoz su vrlo nepopularni u javnosti, pa
se ovde može ovo ograničenje unapređenju biciklističkog saobraćaja smatrati, odgraničenje
psihološke 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 biciklističkom
saobraćaju. U Holandiji npr. ljudi elegantno odeveni koriste bicikl do svojih radnih mesta, dok
u našim 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 saobraćaja 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 priključnih vozila i tehničkim uslovima za vozila u
saobraćaju na putevima Republike Srbije
[6] – Vukanović S. „Regulisanje i upravljanje saobraćajnim tokovima“ – pisana predavanja,
poglavlje 6, Saobraćajni fakultet, Beograd, februar 2007. god.
[7] – Vukanović S. „Regulisanje i upravljanje saobraćajnim tokovima“ – pisana predavanja,
poglavlje 7, Saobraćajni fakultet, Beograd, februar 2007. god.
[8] – Stanić B., Vujin D., Radovanac M., „Elementi saobraćajnog projektovanja, Biciklistički
saobraćaj – staza, signalizacija i oprema“ – Katedra za saobraćajno inženjerstvo, Saobraćajni
fakultet, Beograd, maj 2006. god.
[9] – Vukićević R., „Regulisanje i bezbednost saobraćaja“ – udžbenik za II, III i IV razred
saobraćajne škole, Zavod za udžbenike i nastavna sredstva Beograd, 1997. god.
[10] – Ministarstvo unutrašnjih poslova Republike Srbije, „Osnovni statistički pokazatelji
stanja bezbednosti saobraćaja 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 ŠKOLA, KOTOR, CRNA GORA
TRIVIĆ MILOŠ, PROF.
SPEC. SCI. MENADŽMENT U POMORSTVU
LOGISTIČKI PODSISTEMI
ABSTRAKT
Logistika je djelatnost koja se bavi snadbijevanjem prostora i vremena uz najmanje troškove.
U savremenim uslovima se najčešće koristi za označavanje poslovne funkcije i naučne
discipline koja se bavi koordinacijom svih kretanja materijala, proizvoda i robe u fizičkom,
informacionom i organizacionom pogledu. Logistika obuhvata aktivnosti u vezi planiranja i
kontrole tokova materijala u odnosu na primjenu informatičke i komunikacione tehnologije u
organizaciji javnog ili privatnog sektora. Uopšteno govoreći, njena misija je da obezbjedi
tokove materijala, odnosno količine materijala na pravo mjesto u pravo vrijeme. Pravilan tok
materijala omogućen je pravilnom implementacijom logističkih podsistema. Na samom
početku, od pravovremene nabavke i ekonomski povoljnih zaliha, potom distribucije i
postprodajne logistike, kao i transporta i skladištenja tereta, sve do povratne logistike –
ekološkog sistema, moguće je ostvariti krajnji cilj logistike – zadovoljenje potreba potrošača.
Ključne riječi : nabavka, distribucija, transport, zalihe, skladištenje, ekologija
1. LOGISTIKA NABAVKE
U proizvodnom preduzeću, nabavka predstavlja skup aktivnosti, mjere i zadatke koji se
obavljaju radi kupovanja (nabavke) materijala ze reprodukciju, mašina, uređaja, pribora i
alata kako bi se nesmetano odvijao proces rada. U trgovačkom preduzeću, nabavka
predstavlja početnu fazu razmjene, odnosno kupovina proizvoda koji služe za dalju prodaju.
Nabavka obezbjeđuje kontinuitet procesa reprodukcije i povezuje proizvodnju i tržište. Da bi
nabavka bila rentabilna, mora se voditi računa o optimalnim količinama i zalihama, a
ekonomičnost se postiže iznalaženjem jeftinijih dobavljača i materijala i pokrivanjem troškova
nabavke rabatom.
Rad i uspjeh svakog preduzeća zavisi od nabavke sirovina, materijala, roba, usluga, opreme i
slično od dobavljača. Pri tome su bitni cijena, kvalitet, tačnost i uslovi isporuke, način plaćanja,
servis, visok obrt ulaznih zaliha, transakcioni troškovi nabavke i slično.
Logistika nabavke podrazumijeva nekoiko osnovnih aktivnosti, i to :
 planiranje
 dostava
 prijem
 kontrola kvaliteta i kvantiteta
 reklamacije
 skladištenje i čuvanje
 davanje u proizvodnju
Odjeljenje nabavke ima svoje funkcije, koje su određene kroz :
 definisanje potreba i analizu tržišta
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obračun potrebnih finansijskih sredstava (koliko košta to što nam treba)
izbor dobavljača na osnovu ponuda
zaključenje ugovora i kontrola njihove realizacije (da se ispune uslovi iz ugovora)
mjere u slučaju narušavanja uslova isporuke (reklamacije), odnosno postavljanje nekih
sankcija
 prijem poručenih resursa i provjera pravovremenog i kvalitetnog snadbijevanja
proizvodnje.
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Opšti ciljevi logistike u oblasti nabavke neke firme su sledeći :
 nabavka robe po povoljnoj cijeni
 održavanje zaliha na optimalnom nivou
 garantovanje dostave roba
 nabavka robe najboljeg kvaliteta
 dobra saradnja sa najpouzdanijim dobavljačima
 smanjenje transakcionih troškova nabavke itd.
Nabavna cijena u mnogome utiče na cijenu koštanja, tako da je potrebno razmatrati i niz
drugih faktora kao što su :
 koji su uslovi plaćanja
 koja su veleprodajna sniženja cijene
 istraživanje mogućnosti supstitucije sirovine, materijala i drugih djelova
 izbor kompetentnog dobavljača i slično
2. LOGISTIKA DISTRIBUCIJE I POSTPRODAJNA LOGISTIKA
Distribucija je koristan prenos dobara od mjesta proizvodnje do mjesta potrošnje uz
minimalne troškove i prihvatljive usluge kupcima. Logistika, osim distribucije, u sebi sadrži
upravljanje materijalom, sirovinama, poluproizvodima i djelovima od izvora do proizvodnog
procesa i kroz njega, dok sama distribucija obuhvata tok gotovih proizvoda od završetka
procesa proizvodnje do konačne potrošnje, kao i kretanje materijala od izvora do samog
procesa proizvodnje.
Osnovne funkcije logistike distribucije su :
 izgradnja distributivnih kanala (kako će se roba transportovati)
 optimalna lokacija distributivnih centara (baza, skladišta) – povoljna lokacija
 uspostavljanje standarda kvaliteta logističkog servisa
 transport proizvoda (od proizvođača do distributivnih centara ili potrošača)
 skladištenje i smještaj robe u zavisnosti od njenih karakteristika
 čuvanje i prerada tereta (po potrebi i VAL servis)
 upravljanje zalihama (držanje zaliha na optimalnom nivou)
 osiguranje od rizika (obavezno osiguranje robe u transportu – domačem ili
međunarodnom)
Zavisno od tipa distributivnih kanala i vrste proizvoda formira se odgovarajuća logistička
struktura, u kojoj mogu postojati mnogi logistički posrednici: veleprodavci, maloprodavci,
dileri, agenti, serviseri, prodaja putem kataloga, provajderi logističkih usluga, osiguravajuće
kompanije, špediteri, brokeri, „cash and carry“ centri, otkupni centri, itd.
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Poseban značaj za distribuciju ima logistika servisiranja proizvoda, jer potrošač stalno
ocjenjuje njegov kvalitet, upoređujući ostvareni servis sa svojim očekivanjima. Najvažniji
pokazatelji kvaliteta servisiranja proizvoda su:
a) okruženje u kojem se sprovodi servis (opremljenost, udobnost, kadrovi, itd.)
b) pouzdanost (servisiranje na vrijeme sa originalnim djelovima)
c) odgovornost (želja da se pomogne kupcu, da se zadovolji kupac)
d) kompetentnost (sposbnost za obavljanje određenog posla)
e) dostupnost servisa (da nije velika udaljenost)
f) povjerenje (koje se stiče na osnovu kvaliteta proizvoda i usluga)
g) korektnost personala i komunikativnost
h) razumijevanje zahtjeva kupaca
i) informisanost
Tri su oblika servisiranja proizvoda, postoji servisiranje potrošača prije, za vrijeme i poslije
prodaje. Politika servisiranja prije prodaje podrazumijeva upoznavanje kupaca o politici
servisiranja, fleksibilnost i logističkog sistema i izgradnju upravljačke kulture. Za vrijeme
prodaje se vodi računa o nivou deficita proizvoda, informacijama o zalihama, ubrzanoj
otpremi tereta i tačnosti otpreme. Poslije prodaje prodavac brine o montaži i aktiviranju
proizvoda, ispunjavanju uslova garancije, eventualnoj doradi, redovnom snadbijevanju
rezervnim djelovima, razmatranju žalbi kupaca, vraćanju neispravnih proizvoda i zamjeni sa
ispravnim, itd.
3. LOGISTIKA TRANSPORTA
Transport podrazumijeva savladavanje prostornih i vremenskih udaljenosti, odnosno
promjena koordinata predmeta transporta pomoću tehničkih sredstava, a sam prevoz
predstavlja specijalizovanu djelatnost koja pomoću saobraćajne infrastrukture i
suprastrukture omogućava realizaciju saobraćajne usluge. Prevozeći robu, ljude i energiju sa
jednog mjesta na drugo, prevoz omogućava savladavanje prostorne i vremenske udaljenosti.
Logistika transporta je dominantan logistički proces zbog toga što se usluge (planiranje
aktivnosti i vrijeme realizacije narudžbi, snadbijevanje, proizvodnja i distribucije) često
poručuju, zahtjevaju ljude i opremu, a troškovi su veoma značajni i uočljivi. Ona predstavlja
kompleksan sistem organizacije i kontrole teretnih tokova koji podrazumijeva, pored ljudskih
resursa, korišćenje savremenih elektronskih, komunikacionih, transportnih i informacionih
tehnologija.
Transport je ključna karika logističkog lanca, jer povezuje dobavljače, proizvođače,
distributere i kupce. Transport se definiše kao kretanje dobara sa ciljem da se ona sa nekom
određenom svrhom stave na raspolaganje na nekom drugom mjestu sa ciljem zadovoljenja
potreba potrošača. Poslednjih dvadesteak godina, a posebno sa talasom globalizacije, došlo je
do suštinskih promjena u privrednom životu. 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 sledeće aktivnosti :
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prevoz tereta i putnika – osnovni cilj transporta
istovar, utovar i pretovar – neophodnan za početak i zvaršetak procesa transporta
presijedanje putnika – ukoliko nema direktne linije
unutar skladišne operacije – slaganje, sortiranje, punjenje, inspekcija, etiketiranje,
dorada ...
priprema prevoznih sredstava – da su tehnički ispravna
davanje prevoznih sredstava pod zakup – ako prevoznik nema sopstveno prevozno
sredstvo
dostava novih i remontovanih transportnih sredstava
ostale usluge
Transportne usluge predstavljaju djelatnost premještanja tereta i putnika u prostoru i
vremenu, kao i pratećih uslužnih djelatnosti kao što su odgovarajuće pakovanje u skladu sa
fizičkim osobinama robe, markiranje, kodiranje, i specijalno označavanje, formiranje
jediničnih tereta, paletizacija i kontejnerizacija, izbor optimalnog obilka prevoza i
transportnog sredstva, optimalno iskorišćenje transportnog sredstva putem pravilnog
utovara, korišćenje savremenih tehnologija i pristupa u pogledu organizacije razmještaja i
obračuna tereta i zaliha na skladištima i terminalima, i primjena savremenih informacionih
tehnologija i kompjuterske podrške.
Suština transportne logističke usluge je u stvaranju dodatne vrijednosti putem brzog,
efikasnog, pravovremenog i kvalitetnog prevoza tereta. Dodatna vrijednost proizvoda se
odnosi na poboljšanje klijentovog i kupčevog zapažanja vrijednosti proizvoda pomoću
povećanja njegove ekonomske upotrebljivosti, koja može biti vezana za upotrebljivost forme,
svojine, vremena i lokacije. Upravo zbog toga je višestruk značaj integrisane logistike, jer ona
kao podsistem mikro-logističkog sistema nastoji da prebrodi navedene prostorne, vremenske
i svojinske probleme uz smanjivanje broja posrednika, a samim tim i smanjenje troškova.
4. LOGISTIKA ZALIHA
U proizvodnom preduzeću, zalihe su sirovine koje se skladište radi proizvodnje. U
maloprodaji, zalihe su proizvodi za prodaju koji se drže u skladištima ili su izloženi na
policama. Zalihe u lancu snabdevanja postoje zbog razlika u nabavci sirovina, poluproizvoda,
gotovih proizvoda i tražnje za njima.
Upravljanje zalihama se u osnovi svodi na „cost benefit analizu“, tj. na analizu troškova i
koristi od držanja zalija. Zapravo, utvrđivanje optimalne optimalne količine zalihe zahteva
balansiranje između troškova držanja zaliha i korisnosti koja se ostvaruje raspolaganjem tim
zalihama.
Kod logistike zaliha postoji poznata ekonomska protivuriječnost između zahtjeva za visokim
zalihama koje su poželjne 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 što manjim zalihama (zbog angažovanja obrtnih sredstava i smanjenja troškova) sa druge
strane.
Evidentni su razlozi „za“ i „protiv“ držanja zaliha. Razlozi za držanje zaliha bili bi poboljšanje
usluga korisnicima (nema čekanja) i smanjenje troškova (ekonomija obima u proizvodnji,
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rabati, sigurnost u slučaju povećanja cijena). Razlozi protiv držanja zaliha bili bi izvjesno
vezivanje kapitala firme i zadržavanje a ne dodavanje vrijednosti.
U pogledu materijalnih tokova, osnovne logističke aktivnosti treba da budu usmjerene na
ostvarivanje niskih troškova, visokog nivoa opsluživanja, garantovanog kvaliteta i relativno
malog obima uloženog kapitala, što se mora sprovoditi u sledećim pravcima :
 prognozama materijalnih potreba
 definisanjem izvora isporuka i dobijanje materijala
 praćenjem ulaza materijala u proizvodni proces
 monitoringom statusa materijala kao dijela obrtnih sredstava.
5. LOGISTIKA SKLADIŠTENJA TERETA
Skladištenje robe je vrlo odgovoran zadatak, jer nepravilnim skladištenjem se roba može
upropastiti. Za vrijeme uskladištenja može doći do različitih gubitaka. Uzroci gubitaka mogu
biti sama svojstva robe, uslovi uskladištenja, nesavjesno ili neispravno manipulisanje robom i
slično. Ako se roba pravilno uskladišti, čuva se od nepovoljnih uticaja, gubitka i kvarenja.
Logistički proces u skladištima je uvijek povezan sa funkcijama nabavke, prodaje i
marketinga, manipulativnim transportom, organizacijom prerade tereta i pakovanjem.
Skladištenje služi za premošćavanje vremenske nepodudarnosti između priliva i odliva tereta.
Skladište je veoma značajan element, odnosno karika logističkog sistema, koji je logističkim
kanalima povezan sa ostalim elementima. U skladištima se obavlja nekoliko osnovnih
logističkih funkcija i to :
 konsolidovanje (ukrupnjavanje) tereta , tj. spajanje proizvoda više fabrika ili
dobavljača koji su u namijenjeni pojedinim potrošačima
 sitnjenje tereta, tj. raščlanjivanje tereta iz jedne fabrike na isporuke koje idu za više
potrošača
 distribucija određenog proizvodnog asortimana, tj. razvrstavanje i raspodjela
proizvoda više firmi i usmjeravanje prema više potrošača
 podrška proizvodnji, odnosno prijem robe od više dobavljača, kompletiranje i
usmjeravanje na proizvodne linije
 kompletiranje otpremnih partija tereta iz više fabrika u skladištima i/ili terminalima i
njihovo usmjeravanje na više potrošača
Osnovne prednosti skladištenja su koordinacija i izjednačavanje ponude i tražnje u procesu
nabavke i distribucije, smanjivanje logističkih troškova pri transportu, maksimalno
zadovoljenje potrošačke tražnje, stvaranje uslova za aktivnu prodajnu strategiju, širenje
tržišnog prostranstva, neprekidno snadbijevanje proizvodnje i/ili potrošača, fleksibilna
politika snadbijevanja i slično.
Logistički proces u skladištu obuhvata dvije vrste osnovnih logističkih operacija i to :
 logističku koordinaciju nabavke i prodaje (ponuda dobavljača i tražnja kupaca,
maksimalno iskorišćavanje skladišnih kapaciteta i minimizacija logističkih
troškova) i
 logističke operacije vezane za tokove tereta, preradu tereta i odgovarajuću
dokumentaciju.
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6. EKOLOŠKA LOGISTIKA
Još prije 30 godina, briga o okolini postala je glavni prioritet društvenih aktivnosti. Tokom 60ih godina XX vijeka, briga o okolini u SAD je postojala, ali je bila u sjeni ratova. Dan planete
Zemlje počeo se obilježavati da bi se ukazalo na problem okoline i podstakla svijest potrošača.
Posledice negativnog ponašanja potrošača prema okolini postale su takve da su Amerikanci
tražili od svoje Vlade da obrate više pažnje na probleme zaštite okoline. Istraživanja pokazuju
da da 90% od 200 najvećih firmi u SAD-u ima program koji se odnosi na ekološka pitanja.
Jedna od glavnih tačaka ekoloških programa je analiza životnog ciklusa proizvoda / usluge.
Analiza životnog ciklusa mjeri kakve ekonomske i ekološke posledice ima proizvod tokom
njegove proizvodnje, upotrebe i čuvanja. Ovo mjerenje počinje stvaranjem proizvoda od
sirovina i završava kada taj isti proizvod dospije do potrošača. Analiza životnog ciklusa
procjenjuje kakve posledice izaziva proizvod tokom cijelog ciklusa njegovog stvaranja,
uključujući i to kakve posledice taj proizvod ima na ekonomiju i okolinu prilikom njegovog
odstranjivanja u obliku otpada.
Ekološka logistika na neki način spada i u «logistiku povratka». A kada govorimo o tome,
neophodno je spomenuti proces reciklaže, odnosno šta reciklaža podrazumijeva.
Obično nekoliko članova lanca opsluživanja učestvuju u sistemu recikliranja. Reciklažno –
opslužni lanac je proces koji ima četiri stepena i to :
 prvi stepen – sastoji se od sakupljanja otpadnog materijala iz reciklažnih kontenera i
dostavljanja tog materijala strankama koje su odgovorne za njegovo recikliranje
 drugi stepen – obrada reciklažnog materijala u sekundarne sirovine
 treći stepen – korišćenje sekundarnih sirovina pri izradi novih proizvoda
 četvrti stepen – povratak proizvoda na tržište.
LITERATURA
1. Bloomberg D., LeMay S., Hanna J., Logistika, Zagreb 2006.
2. Dragović B., Pomorske trehnologije transporta i logistika, Podgorica 2009.
3. Drašković M., Integrisana marketing logistika u sistemu menadžmenta Luke Bar, Kotor
2008.
4. Grdinić M., Marketing u pomorstvu i pomorsko tržište, Podgorica 2003.
5. Lojpur A., Kuljak M., Menadžment, Podgorica 2005.
6. Roca B., Menadžment trgovinskih preduzeća, Subotica 2002.
7. Roca B., Marketing logistika, Bački Petrovac 2004.
8. Stanivuković D., Logistika-organizacija i menadžment, Novi Sad 2003.
9. Šamanović J., Logistički i distribucijski sustavi, Split 1999.
10. Tauzović T. J., Sistemska teorija upravljanja, II dio : primjena u morskom brodarstvu i
lukama, Podgorica 2001.
11. Vukčević M., Organizacija pomorskih preduzeća, Kotor 2006.
12. Vukčević M., Poslovna logistika u pomorstvu i transportu, Kotor 2008.
13. Zelenika R., Pupavac D., Menadžment logističkih sustava, Rijeka 2008.
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MONTENEGRO
MARITIME SCHOOL, KOTOR
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.
Dragović B., Pomorske trehnologije transporta i logistika, Podgorica 2009.
Drašković M., Integrisana marketing logistika u sistemu menadžmenta Luke Bar, Kotor
2008.
6.xxRoca B., Menadžment trgovinskih preduzeća, Subotica 2002.
7. Roca B., Marketing logistika, Bački Petrovac 2004.
8. Stanivuković D., Logistika-organizacija i menadžment, Novi Sad 2003.
10. Tauzović T. J., Sistemska teorija upravljanja, II dio : primjena u morskom brodarstvu i
lukama, Podgorica 2001.
164
Miodrag Miško Mijović
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 preduzeću „Prekookeanska plovidba” Bar te
davne 1972. godine nije se smatralo uobičajnim, ali je nesumnjivo predodredilo moju buduću
profesionalnu orijentaciju i zauvijek me vezalo za pomorstvo i saobraćaj. Nakon završetka
Gimnazije „Niko Rolović“ u Baru, a slijedeći osjećaje svog srca i duše i potvrđujući nepisano
pravilo da prva ljubav nema zaborava, školovanje sam nastavio u Kotoru, na tadašnjoj Višoj
pomorskoj školi (Odsjek za ekonomiju), a nakon toga na Fakultetu za pomorstvo, takođe u
Kotoru.
Odavno planiran, a pristigao, možda, pomalo i sa zakašnjenjem, ovaj rad proistekao je
ne samo iz potrebe i želje da istražim jedan dio pomorske istorije u Crnoj Gori nego i iz
osjećanja ličnog duga prema svojoj ljubavi, struci i esnafu kome sam posvetio čitav svoj radni
vijek a za koji me vežu nezaboravne i najdraže uspomene.
Baveći se istraživačkom djelatnošću, ja sam se sjećao svih prijatelja i kolega sa kojima
sam sarađivao i kojima se na ovaj način zahvaljujem na svesrdnoj ličnoj i poslovnoj podršci i
razumijevanju. Siguran sam da brojne divne događaje iz tog perioda nikada neću izbrisati iz
svog sjećanja.
Takođe, koristim ovu priliku da se zahvalim i brojnim prijateljima, kolegama i
saradnicima koji su mi pružili nesebičnu pomoć 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
Miška Mijovića je svakako najobuhvatnija zbirka faktografskih podataka o crnogorskom
brodarstvu od sticanja neza-visnosti Crne Gore 1878. do 1991. godine.
Autor, međutim, u uvodnom dijelu ukazuje da je pomorstvo bilo pri-sutno od
najstarijih vremena na ovim prostorima i da istorija pomorstva ne počinje čak ni od stvaranja
165
prve dukljanske države, već znatno ranije. Biće interesantno i dragocjeno da se neko posveti
proučavanju pomorstva i u vri-jeme srednjevjekovnih država Duklje i Zete.
Naravno, Berlinski kongres i međunarodno priznanje Crne Gore kao nezavisne države,
njen izlazak na more, pripajanje pomorskog Ulcinja, bitno uvećanje teritorije a time i razvoj
pomorstva bez obzira na ograničeni su-verenitet kada je u pitanju plovidba morem i
korišćenje Luke Bar od strane Austro-Ugarske.
Najveći doprinos sveukupnom razvoju Crne Gore, a samim tim i pomorstva je činjenica
da od 1878. do 1912. godine, dakle pune 34 godine Crna Gora nije ratovala. Bio je to najduži
period mira u njenoj dotadašnjoj istoriji. Dobri odnosi sa susjedima, pa čak i sa Otomanskom
imperijom stv-orili su uslove za ukupni preobražaj Crne Gore i njene privrede.
Ondašnja 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 područja Austro-Ugarske i čini sve da se u crnogorski registar zadrže
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 malteški krst da bi udovoljio zahtjevu ulcinjskih pomoraca i
njihovo brodovlje zadržao u crno-gorskom registru. Brzo se shvatilo da pomorstvo treba da
prati i kopnena infrastruktura. Pošto Crna Gora sama za to nije imala sredstava prihva-tila je
strani kapital. Tako je otpočela gradnja Luke Bar, pruge Bar-Vi-rpazar, brojnih puteva i dr.
Naročito se poklanja pažnja Skadarskom jezeru i razvoju plovidbe na njemu, koju ni do danas
nijesmo uspjeli obnoviti.
Autor djela vrlo detaljno i argumentovano obrađuje razvoj pomorstva u periodu od
sticanja do kraja crnogorske nezavisnosti 1918.godine.
Propašću Austro-Ugarske monarhije i stvaranjem države SHS, dolazi do integracije
pomorstva na području današnje Crne Gore. Kadrovi, preduzeća i brodovi Boke ulaze u sastav
matične države. Obezbeđuje se bezbolniji prelazak sa jedrenjaka na parobrode, a zatim na
motorne brodove. Veća i jača država daje i veće mogućnosti razvoja pomorstva. Niču brojna
manja preduzeća koja se uglavnom bave malom obalnom plovidbom.
Autor u svojoj knjizi daje veliki broj vrlo interesantnih podataka o brojnim brodarskim
preduzećima, 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. Teško da će se tako nešto ponoviti u
doglednoj budućnosti.
Jugoslavija je vodila vrlo balansiranu politiku između Istočnog i Zapadnog bloka. I
jedan i drugi blok su je nastojali približiti svojoj politici i u tu svrhu je često nesebično
pomagali, posebno Zapad.
Zahvaljujući velikoj pomoći sa strane i brojnim kreditima Jugoslavija je razvila
modernu industriju i ukupnu privredu.
Tražeći tržište za svoju moćnu privredu Jugoslavija postaje nosilac ideje pokreta
nesvrstanih zemalja. Preko 110 država, posebno iz Afrike, Ju-žne Azije i dijela Latinske
Amerike, postaju članice pokreta nesvrstanih ali i ogromno tržište za jugoslovenske robe i
usluge.
Za uspješno poslovanje pomorske privrede potrebno je, pored kadrova imati
obezbijeđeno uposlenje kapaciteta bar 40% u sopstvenoj državi, imati jake banke koje će
pratiti investicije u pomorstvu i da u godinama kriza na svjetskom pomorskom tržištu država
ozbiljno pomogne svoje kompanije.
U bivšoj Jugoslaviji bili su ispunjeni svi navedeni uslovi. Uz sjajne direktore koje u
knjizi autor navodi, bio je i ogroman broj kadrova školovanih duž jadranske obale sa velikim
pomorskim iskustvom. Sjajni kapetani, up-ravitelji stroja, prekaljeni pomorci, komercijalisti,
pravnici, finansijeri i drugi nosili su razvoj kompanija. Prevožena je ogromna količina domaćih
tereta, mjereno godišnje u desetine miliona tona. Bio je to siguran posao za jugoslovenske, pa
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samim tim i crnogorske brodare, ali i velika sigurnost za naše pomorske kompanije, posebno
u godinama krize na svjetskom pomo-rskom tržištu.
Jaki bankarski sistem, zajedno sa bankom za podsticaj izvoza bio je oslonac u
poslovanju i investiranju kompanija.
Jaka država je u godinama krize na brodskom tržištu iz budžeta davala velike
subvencije kako bi sačuvala svoje kompanije. Te podrške su se kretale i do 30 $ na svakih 100
$ ostvarenih na svjetskom tržištu.
Crna Gora je ovo sjajno koristila. Za 30 godina stvorene su dvije moćne 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 način, obavještava o činjenicama izbjegavajući da sudi i donosi
čvrste zaključke. To našem mentaliutetu nije baš svojstveno a po mom mišljenju knjiga je tim
vrednija.
Ogroman broj podataka o razvoju pomorstva biće svakako dragocjen za budućnost ove
oblasti.
Autor studiju završava sa 1991. godinom. Mogao je to učiniti i sa 1992. jer su tek u
maju 1992. godine uvedene pogubne sankcije državi SRJ, koje su najpogubnije bile za
pomorsku privredu. U svakom slučaju, ostaje da neko bar kroz desetak godina objektivno
sagleda zašto danas nema „Ju-gooceanije“ i „Prekookeanske plovidbe“.
Teško da bi se danas neko mogao oduprijeti politizaciji na ovaj ili onaj način, pišući o
našem pomorstvu i njegovoj „havariji“ u periodu od 1992. na ovamo.
U svakom slučaju Miodrag Miško Mijović se ovim sjajnim djelom odužio crnogorskom
pomorstvu, uloživši pritom ogroman napor ali i ogro-mnu ljubav.
Ko god bude pisao o našem pomorstvu bez ove knjige neće moći, pose-bno ne u neka
daleka vremena koja odlaze.
U Baru, 23.04.2012.
Jusuf Kalamperović
Kada mi je moj prijatelj, gosp. Miodrag Miško Mijović saopštio da piše 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 razmišlja 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 sadržaja. 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 doduše jeste interesovala i kojom sam se,
radeći neke značajne poslove u opštini Bar, a i kao član Odbora za privredu plan i finansije u
Skupštini Crne Gore od 1986-1989.godine na posredan način morao baviti, ali opet
nedovoljno da bih dao adekvatan sud o toj tematici. Sada sam zahvalan gosp. Mijoviću, jer me
je ’’natjerao’’ da pročitam dosta literature iz te oblasti, da porazgo-varam sa ljudima koji o
tome znaju više od mene, da naučim dosta toga što 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 sličnom tematikom. Autor je i
savremenik jednog broja doga-djaja, onih novijih koji su obilježili intezivan razvoj brodarstva
u Crnoj Gori. Prvo radno iskustvo mu je bilo za vrijeme đačkih ferija na brodovima
’’Prekookeanske plovidbe’’, a kasnije, sa diplomama više škole i fakulteta, skoro čitav
dosadašnji radni vijek proveo je u djelatnostima kompleme-ntarnim i direktno povezanim sa
brodarstvom, što ga čini veoma kvalifiko-vanim da se bavi ovom tematikom.
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Obilje dokumentacije i lično iskustvo osnovni su preduslov za sve-obuhvatno
istraživanje, ali sve je to trebalo pronaći, proučiti, sistematizovati i zaokružiti u jednu cjelinu.
Autor se više bavio faktografijom , a nešto manje analizom uzroka i posledica nekih pojava i
dogadjanja. Ali, pažljivom čita-ocu, mnogobrojni podaci koji su navedeni, dovoljni su da i sam
izvede za-ključke. Neke fotografije u knjizi rječitije su i od mnogo stranica anali-tičkoga teksta.
Sama početna godina (1878.) navodi na razmišljanje: da li je za razvoj brodarstva na
ovim prostorima bilo povoljnije to što je taj prostor bio daleka periferija jedne moćne carevine
(Turske) ili što je oslobodjenje toga prostora postalo otelotvorenje jedne „želje preodavne“
vladara male i siro-mašne Crne Gore, koja je malo šta i proizvodila i uvozila. Situacija je nešto
drugačija poslije 1918. i oslobadjanja obale od rijeke Željeznice do Debelog Brijega, jer to je
bio dio izlaza na more jedne mnogo veće i nešto razvijenije države (stare Jugoslavije). Ipak , za
ono vrijeme afirmisan je značaj izlaska Crne Gore na more, manje kroz razvoj brodarstva, a
mnogo više početkom izgradnje luke u Baru i željezničke pruge od Bara prema unutrašnjosti.
To je strategija koja će, u krajnjem dovesti do izgradnje luke Bar sadašnjih kapaciteta, kao i
pruge „Beograd- Bar“, a posredno i do razvoja brodarstva.
Autor posebno afirmiše razvoj brodarstva u Crnoj Gori poslije Dr-ugog svjetskog rata,
kada su, u relativno kratkom roku postignuti izvanre-dni rezultati, prvenstveno
zahvaljujući,na početku, 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 priča“ završava
1991. godine. Valja napomenuti da je Kotor imao viševjekovnu tradiciju u pomo-rstvu, sa
svjetski poznatim admiralima, pa je razvoj brodarstva bio logičan nastavak te tradicije. Baru je
bilo mnogo teže, jer je prvi put, suštinski izašao na more tek početkom XX vijeka, ali je
zahvaljujući znanju i iskustvu prvog direktora „Prekookeanske“, Andrije Dabanovića, uspio da
napravi uglednu kompaniju, i to u veoma kratkom roku. Pamtim izrečenu misao gosp.
Dabanovića koja (približno) glasi : „Jugooceanija“ ne bi bila ništo veća da „Prekookeanska“ nije
osnovana.
Značaj brodarstva za Crnu Goru čitaocu ove knjige bi bio jasniji da je autor naveo
podatke o ostvarenom BDP (bruto društvenom proizvodu) dvije vodeće brodarske kompanije
na početku - osnivanju, na kraju - 1990.godine, i njihovo učešće u BDP Crne Gore, kao i neto
deviznom prilivu.
Knjiga se završava 1991. godinom, s’pravom, jer tada i počinje ubr-zani „potop“
brodarstva Crne Gore, tako da je u narednih nekoliko godina došlo do rasprodaje svih
brodova i „Jugooceanije“ i „Prekookeanske“. Na svu sreću ostali su pomorci i škole. Sigurna
garancija da će mnoge porodice u Crnoj Gori i ubuduće živjeti od brodarstva i pomorstva.
Vjerujem da će ova knjiga biti interesantna i poučna svima koji je budu čitali.
Bar, 23.04.2012.
Miloš Šušter
Završno razmatranje
Akademik prof. dr Vlado Brajković je more i pomorstvo najjezgrovitije opisao i
uokvirio kada je napisao čuvenu svoju misao:
„Od davnina poznato, a neposredno je tokom istorije čovječanstva potvrđeno
sudbonosno značenje mora, kao elementa materijalnog, dru-štvenog i kulturnog razvoja
iskazivalo se i danas se iskazuje i to danas na naglašeniji način u savremenim odnosima
međunarodne zajednice“.
Na kraju, treba ipak istaći da su brojni kadrovi dali ogroman doprinos razvoju i
napretku ove „branše“. Ipak, mišljenja smo da bi trebalo izdvojiti i posebno istaći zasluge onih
koji su u tome prednjačili, a to su svakako: knjaz, a potom i kralj Nikola I Petrović, cap. Slavko
168
Đurković, gospodin Lale Zuber, gospodin Savo Starović i gospodin Andrija Daba-nović, što je u
ovom radu već isticano i rečeno.
Stručan i obrazovan kadar jedan je od vrlo značajnih preduslova za razvoj. Ovom
prilikom nećemo govoriti o razvoju pomorskog školstva, u Boki, niti u Baru, iako su kadrovi
dali nemjerljiv doprinos razvoju brodarstva u Crnoj Gori, pa i šire.
Takodje, u ovom radu nijesmo govorili ni o razvoju Pomorske uprave u Crnoj Gori čija
je djelatnost nedjeljiva od problematike, koju smo pokušali 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
uopšte Crne Gore.
Autor ovog rada nije imao hrabrosti da komentariše koliki je bio
Panorama Bara sa lučkim akvatorijumom
sveukupni doprinos „Barskog društva”, „Zetske plovidbe”, „Jugooceanije” i „Prekookeanske
plovidbe” za razvoj, napredak i prosperitet Crne Gore, pa i šire. Autora je osjećao bojazan od
neobjektivnosti. Strahovao je, takođe, da bi, usudivši se da govori o onome što su pomenute
kompanije postigle i do-prinjele u razvoju Crne Gore, rizikovao da mnogo toga bitnog i
nehotice izo-stavi.
Ali, zasigurno se može reći da su u razdoblju od 1945. – 1991. godine „Jugooceanija“
Kotor i „Prekookeanska plovidba“ Bar vrlo mnogo pomogli razvoj Crnogorske provrede
uopšte. Ovu konstataciju podkrepljujemo podatkom 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 istaći, da smo u nekim djelovima rada, prilikom razmatranja izbjegli da (kao
kod analize rada „Jugooceanije“ i „Prekookeanske plovidbe“) pojedinačno pomenemo sve
plovne jedinice, ali zato smo u prilogu istakli spisak svih plovila do 1991. godine, koja su po
našim izvorima i saznanjima plovila Skadarskim jezerom i Jadranskim morem, a bili su
vlasništvo pojedinaca, Crne Gore ili firmi sa sjedištem u Crnoj Gori, ili po drugim osnovama.
Vjerujemo da i pored našeg velikog truda, nijesmo pomenuli i obuhvatili sve brodove u
dolje pomenutom tabelarnom popisu plovila.
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Autor ove publikacije je uspjeo da pronađe i evidentira u literaturi i u Arhivskoj građi
na raznim destinacijama ukupno 652 plovila koja su po raznim osnovama plovili vodama Crne
Gore za period 1878–1991. godine.
Uvjereni smo da nijesmo pomenuli i ovom publikacijom obuhvatilisva plovila, pa
očekujemo i molimo sve koji smatraju da nam mogu pomoći da to i učine jer na taj način
doprinose rasvijetljavanju ovog atraktivnog ali nedovoljno istraženog područja.
Takođe, vjerujemo da će ovaj rad inicirati mnoge slične ideje i podstaći ljude koji se
bave brodarstvom da u budućnosti naprave sveo-buhvatniju publikaciju na ovu temu, čimu bi
se autor ove publikacije veoma obradovao.
Na kraju, želimo istaći vjeru da će crnogorska pomorska privreda u budućnosti
predstavljati značajan faktor razvoja i napretka Crne Gore. Vjeru temeljimo na cvrsto
iskazanoj namjeri Vlade Crne Gore da se pokloni značajna pažnja razvoju pomorske privrede
u budućnosti, što će nesumnjivo se odraziti u svim sverama života i rada u Crnoj Gori.
Kupovinom i stavljanjem u eksploataciju brda „Kotor“ krajem 2011. godine, i kupovinom
broda „Bar“ čije se stavljanje u promet očekuje brzo, naša „nada“ o ob-navljanju „naše“ flote i u
budućnosti njenom povećanju i razvoju je za sada samo realna predpostavka.
O autoru
Miodrag Miško Mijović, od oca Stojana-Čiče i majke Danice rođene Jovanović iz Brčela,
rođen je 15. Marta 1954. g. u Starom Baru, gdje je završio osmogodišnju školu.
Gimnaziju je završio u Baru, a potom nastavio studije na Višoj pomorskoj školi u
Kotoru, Ekonomski odsjek, kao i Fakultet za pomorstvo.
Radnu karijeru započeo 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 završetka Više pomorske škole u Kotoru, Ekonomski odsjek, avgusta 1976.
godine zapošljava se u preduzeću međunarodna špedicija „Transjugu Rijeka“ Rijeka, OOUR
Bar, kao pripravnik, a nakon položenog priprvničkog ispita marta 1977. godine, odlazi na
odsluženje jednogodišnje vojne obaveze, nakon kojeg ponovo nastavlja rad u „Transjugu“ Bar.
Od 1980. godine do 1982. godine bavi se profesionalno društveno-političkim radom u
OK SSO Bar.
Nakon završetka svog mandata u OK SSO Bar i RK SSO Crne Gore, ponovo se vraća da
radi u „Transjug“-u Bar, gdje radi do juna 1996. godine.
Te 1996. godine, juna mjeseca, odlazi iz svoje matične firme i počinje da radi u
kompaniji DHL WORLDWIDE EXPRESS, gdje ostaje do decembra 2004. godine.
Od decembra 2004. godine do septembra 2009. godine radi u firmi„BOmBO“ doo Bar.
Početkom školske 2009/10. godine biva angažovan za nastavnika stručnih predmeta u
Srednjoj poljoprivrednoj školi Bar, na smjeru: „Špeditersko, agencijski i carinski tehničar“,
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.Knežević
„Brodovi jezerske tišine“, V. Janković
„Od Boikeljske do Zetske plovidbe“ – V. Jankovic
170
5. „Razvitak pomorstva na crnogorskom primorju“ - I. Zloković
6. „Istorija pomorstva i ribarstva Crne Gore“ - cap.D.Franetović
7. „Istorija Crne Gore“ - J. Jovanović
8. „Jugooceanija – tradicija koja traje“, Kotor 1996.
9. “Brodovi na Jadranu“ – Aleksandar Veljić / Stanislav Govedić
10.“Istorija bokeljskog pomorstva“ prof. Predrag Kovačević
11.“Stara Crna Gora“ Erdeljanović, Beograd 1926.
12.“Jezerski i rječni saobraćaj; Pomorska plovidba; Uprava Pomorstva“
Cap.dr D. Franetović, Enciklopedija Jugoslavije,Beograd 1954.
13.“Borbas Knjaževine Crne Gore za Skadarsko jezero“ cap. dr D.
Franetović, Naše more, Dubrovnik 1956.
14.“Prvi brod pod crnogorskom zastavom“ cap.dr D.Franetović,
Naše more, Dubrovnik 1960.
15. „O Ulcinjskim gusarima“ cap.dr D. Franetović, Naše more,
Dubrovnik 1958.
16. „Prvi brodovi pod crnogorskom zastavom“ S. Mijušković,
Cetinje 1956.
17. „Istorija Crne Gore“ Đ. Popović, Beograd 1896.
18. „Kralj Nikola i Austrija, Nova Evropa“ L. Tomanović, Zagerb 1929.
I z v o r i:
1. Arhiva: Bar, Cetinje,Kotor,Ulcinj
2. Arhiva Lučkih kapetanija: Bar, Kotor, Ulcinj, Tivat, H.Novi i Virpazar
3. Arhiva Muzeja Kralja Nikole Cetinje
4. Arhiva Zavičajnog muzeja Bar
5. Arhiva Pomorskog muzeja Kotor
6. Centralna biblioteka Cetinje
7. Biblioteka Bar
8. Biblioteka Fakulteta za pomorstvo Kotor
171
Nadja Ivšić, univ. dipl. inž. kemijskega inženirstva
Lektorirala: Katja Bogovič, prof. angleščine in slovenščine
POMEN OZNAČEVANJA BLAGA V LOGISTIKI
Povzetek
Članek daje informacije o vlogi in pomenu sledenja in označevanja blaga v logistiki.
Natančneje predstavi sistem GS1, načine označevanja blaga, transportno-skladiščnih enot,
kontejnerjev, .. sistem sledenja s pomočjo GS1, uporabnost ter slabosti sistema. QR kodo
predstavi kot sodoben način označevanja blaga, ki je na pohodu. Ravno tako pa kritično oceni
tudi RFID sistem označevanj. Le-ta ima številne prednosti, zlasti hitrost branja velike količine
podatkov. Na drugi strani pa ima tudi slabosti, saj so stroški uvajanja tega sistema še vedno
visoki.
V zadnjem delu članek predstavi nekaj primerov praktične uporabe vseh treh obravnavanih
sistemov označevanja blaga v Sloveniji.
Ključne besede: logistika, sledenje, identifikacija, označevanje, GS 1, QR kode, RFID sistem.
Uvod
Sledenje blaga je izjemnega pomena tako za proizvajalce kot tudi za kupce oz. uporabnike
blaga. Če uporabljamo učinkovite sisteme sledenja, kar vključuje v prvi vrsti primerno izbiro
označevanja blaga in ustrezno tehnološko podporo, lahko tako proizvajalec kot kupec v
vsakem trenutku vesta, kje se blago nahaja in kaj se z njim dogaja.
Ker na različnih točkah v preskrbovalni verigi udeleženci potrebujejo informacije o blagu, da
ga lahko sprejmejo, uskladiščijo, komisionirajo, pakirajo in mu sledijo, potrebujejo podjetje
učinkovit sistem identifikacije blaga, ki vključuje tudi avtomatsko zajemanje podatkov za
nadzor toka blaga. Blago se namreč 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 različnimi prevoznimi sredstvi.
Sledenje
Sledenje pomeni obvladovanje proizvodnih in logističnih funkcij, in sicer tako, da smo v
stalnem stiku s predmetom sledenja. Razlogi za vpeljavo sistemov za sledenje so:
 sledljivost pošiljk, vozil, sredstev…,
 nadzor stroškov,
 poznavanju zgodovine vsake enote,
 večje konkurenčnost,
 hitrejša odzivnost,
 manjše število napak in s tem
 večje zaupanje kupcev in drugih udeležencev
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 želimo slediti. Primernejši
način je zagotovo označevanje blaga.
Označevanje
Temelj uspešne logistike je natančno označevanje blaga.
Označujemo zato, da bi lažje identificirali in sledili blago, ki je predmet logističnega procesa.
Označevanje sodi v dejavnost priprave blaga za transport, ima pa več namenov:



služi za identificiranje blaga,
omogoča točno odpravo in predajo prejemniku ter
posreduje vse pomembne podatke o blagu.
Najpogosteje uporabljeni načini označevanja blaga in pošiljk so:

s pomočjo črtnih kod
o linearne (enodimenzionalne)
o sestavljene (dvodimenzionalno)

RFID sistem
Označevanje blaga mora biti skladno z določenimi standardi, kot so na primer globalni
standardi organizacije GS1 (črtna kodo, pametne/logistične nalepke, …). Usklajenost s
standardi omogoča zapis še dodatnih informacij o blagu, varnost zapisanih podatkov je večja,
mogoča je brezžična izmenjava zapisanih podatkov.
Črtne kode
Že leta 1948 se je dvema ameriškima inženirjema Josephu Woodlandu in Bernardu Silverju
porodila zamisel o črtni kodi. Patentirati sta jo uspela šele oktobra 1952. Najprej so zamisel
uporabili v ameriški vojski in kasneje še v NASI. Šele z uvedbo kode v trgovine je le-ta doživela
nesluten razmah.
Slika 1: Oblika črtne kode, ki so jo patentirali l. 1952
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Sistem GS1
Leta 1973 v ZDA uvedejo sistem UPC (Universal Product Code). Z 12-mestno numerično črtno
kodo so začeli označevati 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) začeli uvajati kompatibilen sistem (EAN kode) tudi v Evropi.
Kasneje sta se sistema povezala in prevzela ime EAN-UCC. Sredi leta 2005 sta se združila EAN
International in UCC. Organizacija se je preimenovala v GS1.
Sistem GS1 je zbir standardov, ki omogočajo učinkovito upravljanje preskrbovalne verige z
edinstvenim označevanjem proizvodov, transportnih enot, lokacij in storitev. Osnovo sistema
predstavlja globalno enolična identifikacijska številka, s pomočjo katere pospešujemo procese
elektronske trgovine, sledenja in izsledovanja.
Sistem GS1 zagotavlja globalno enoznačno označevanje preko identifikacijskih ključev. Vsi
standardi GS1 vključujejo vsaj en identifikacijski ključ. Identifikacijski ključi so:
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globalna trgovinska številka izdelka (GTIN – Global Trade Item Number) – gre za
označevane prodajnih enot,
zaporedna koda zabojnika (SSCC – Serial Shipping Container Code) – gre za
označevanje zabojnikov,
globalna lokacijska številka (GLN – Global Location Number) – gre za označevanje
podjetja kot pravne osebe,
globalni identifikator vračljivega sredstva (GRAI – Global Returnable Asset Identifier),
globalni identifikator individualnega sredstva (GIAI – Global Individual Asset
Identifier),
globalna številka storitvenega razmerja (GSRN – Global Service Relation Number) in
globalni identifikator tipa dokumenta (GDTI – Global Document Type Identifier).
Globalna trgovinska številka izdelka – GTIN
To je številka, ki je specifična za vsako prodajno enoto ne glede nato, ali je to izdelek ali
storitev.
Za zapis GTIN uporabljamo različno simbologijo črtnih kod. Najpogosteje uporabljamo
naslednje tri:
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EAN/UPC,
ITF-14,
GS1-128.
V zadnjem času se uveljavljata dve dodatni simbologiji kodnega zapisa:
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GS1 DataBar
GS1 DataMatrix
Simbologija črtnih kod
Simbole EAN in UPC lahko beremo večsmerno. Obvezno se uporabijo za vse izdelke, ki gredo
preko maloprodajnega mesta (POS), lahko pa tudi za druge izdelke.
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EAN 13
UPC A
Slika 2: Simbola EAN 13 in UPC
Pri izdelkih, kjer predpisane dimenzije kode EAN 13/UPC A presegajo 25% površine prodajne
embalaže, lahko proizvajalec zaprosi za prilagojene manjše 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 izključno v sistemu GS1. Ni namenjena za odčitavanje
na izdelkih, ki gredo skozi maloprodajne blagajne. To je simbologija, ki omogoča kodiranje
dodatnih informacij poleg identifikacije in je primerna za pakete, ovoje in podobne
transportno-logistične enote.
Slika 5: Simbol GS1 128
Zaporedna koda zabojnika -SSCC
Dnevno na tisoče podjetij kupi in proda na milijone izdelkov, ki so lahko kot sem že omenila,
transportirani na različne načine, kot posamezni kosi, v kartonih, na paletah, v kontejnerjih,
itd., vsaka enota je lahko sestavljena iz ene ali več vrst izdelkov in transportirana z različnimi
prevoznimi sredstvi. Na različnih točkah v preskrbovalni verigi, udeleženci zahtevajo
informacije, da lahko sprejmejo, uskladiščijo, komisionirajo, pakirajo in sledijo izdelke, preden
so odpremljeni na novo lokacijo ali porabljeni. Podjetja zato potrebujejo učinkovit logističen
sistem za avtomatski zajem podatkov za nadzor nad vhodni in izhodnim tokom materiala.
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Logistična nalepka
V ta namen je organizacija GS1 izdala standard za označevanje logističnih enot SSCC, ki ga
lahko uporabljajo vsi udeleženci v preskrbovalni verigi (proizvajalec, prevoznik, distributer,
kupec).
Danes med udeleženci v preskrbovalni verigi prevladuje elektronski način komuniciranja (RIP
- računalniška izmenjava podatkov). V ta namen logistične enote ali transportno-skladiščne
enote (TSE), ki so lahko palete, kartoni ali kontejnerji, označimo s tako imenovanimi
logističnimi nalepkami in s tem omogočimo vsem udeležencem v preskrbovalni verigi lažje
sledenje TSE
Namen logistične 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,
številka šarže, datum proizvodnje, rok uporabe, teža palete, …), ki so potrebni za upravljanje
logistične enote.
Logistična nalepka GS1 je sestavljena iz treh delov:
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v zgornjem delu so podatki v prostem formatu (ime in znak podjetja),
v srednjem delu so podatki v človeku berljivi obliki,
v spodnjem delu pa so črtne kode, ki vsebujejo podatke iz srednjega dela.
Slika 6: Logistična nalepka
Matrična oz. dvodimenzionalna (2D) črtna koda
Kljub temu, da danes vse 2D kod popularno imenujemo kar QR kode, poznamo kar nekaj
različnih oblik, ki so prilagojene vrsti izdelka in namenu. Glavna razlika med oblikami
prikazanimi na sliki 6 je v možnosti dekodiranja. QR in DataMatrix obliko lahko dekodiramo z
odprtimi standardi, medtem ko ScanLife EZcode in Microsoft Tag proprietary le s specifičnimi
njima prilagojenimi orodji.
Slika 7: Oblike 2D kode
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Leta 1994 je QR (Quick Response) kodo za potrebe Toyote razvila njena podružnica Denso
Wave. Gre za matrično oz. dvo-dimenzionalno (2D) črtno koda. Prvotno je bila koda QR
namenjena predvsem za uporabo v avtomobilski industriji, a se je kmalu pokazala kot
koristna tudi na drugih področjih. Podjetje je še vedno nosilec patenta za to tehnologijo,
vendar se je odpovedalo pravicam. Specifikacija je bila leta 2000 potrjena kot standardISO
18004.
Danes srečamo QR kodo na/v:
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izdelkih široke potrošnje,
poslovnih karticah,
spletnih straneh,
brošurah in knjigah,
oglasih…
Lastnosti
QR koda je bila že načrtovana z namenom, da bi bila hitrost branja čim večja. In ne samo to,
branje podatkov je mogoče ne glede na položaj kode glede na čitalnik, torej jo lahko prebere
tudi, če je obrnjena na glavo ali kako drugače.
Programirana je tako, da sama popravi od 7% do 30% poškodovanih podatkov.
Vanjo lahko zapišemo neprimerno več podatkov kot v linearno črtno kodo, čeprav je njihovo
število odvisno od vrste zapisa:
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numerični do 7089znakov,
alfanumerični do 4296 in
binarni do 3096 znakov.
Oblikovanje in zgradba
QR kodo se oblikuje s pomočjo 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 označevanja
Pomanjkljivost označevanja s črtnimi kodami (eno ali dvodimenzionalnimi) je v tem, da mora
čitalnik »videti« črtno kodo, pot svetlobe med obema ne sme biti prekinjena. Torej se branje z
na ta način označenega blaga ne da popolnoma avtomatizirati.
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Radio-frekvenčno označevanje blaga omogoča avtomatično branje podatkov z določene
oddaljenosti, brez optične vidljivosti.
Razvoj RFID sistema
Idejo o takem načinu komunikacije segajo že v čas druge svetovne vojne. Razvoju teh sistemov
komuniciranja se je posebej posvetila vojska. V šestdesetih letih prejšnjega stoletja se začne ta
sistem tudi komercialno uporabljati kot zaščita izdelkov pred krajo v trgovinah (podjetje
Knogo). 40 let po prvi zamisli se RFID sistem začne uporabljati za označevanje živali,
avtomatsko plačilo cestnin, za nadzor pristopa na zaščitena območja in za kontrolo blaga. V
zadnjih letih je v veliko državah za delovanje RFID sistema odobrena frekvenca okoli 5,8 GHz.
S tem so omogočili širšo uporabo RFID sistema, zlasti v transportu in pri avtomatskem
cestninjenju.
Do nedavnega je tudi cena RFID sistema omejevala njegovo uporabo. Namreč, nekaj centov za
čip, s katerim je označen izdelek, je za podjetja še vedno velik strošek.
Način delovanja
RFID je elektronski postopek, s katerim lahko identificiramo in označujemo blago in živa bitja.
Gre za relativno enostavno tehnologijo, ki omogoča 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 omogoča branje večjega števila oznak v istem času in deluje tudi v zahtevnih pogojih –
mraz, umazanija, kjer ni mogoč direkten dostop.
Slika 9: Prikaz delovanja RFID sistema
Pasivna RFID oznaka
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sestavljena iz elektronskega vezja in antene;
bralna naprava s svojim elektromagnetnim poljem vzbudi elektromagnetno polje RFID
oznake;
s tem se preko radijskih valov omogoči prenos podatkov, ki so zapisani na RFID oznaki;
po enakem postopku deluje tudi zapisovanje v RFID oznako.
Aktivna RFID oznaka
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
pasivna RFID oznaka z lastnim napajanjem;
povečamo doseg branja in prenos večje količine podatkov.
Slika 10: RFID oznaka
178
Na ta način so danes že lahko označene živali, logistične enote, biometrični potni listi,
avtomobili, itd. Končni cilj je, da za vsak proizvod označeno na RFID način v vsakem trenutku
vemo kaj se z njim dogaja. S tem bi bil v preskrbovalnih verigah omogočen popoln nadzor nad
izdelki, zmanjšali bi se stroški in izboljšal nadzor nad kakovostjo izdelkov.
Preko biometričnih potnih listov, mobilnih telefonov in ne nazadnje tudi čipov injiciranih v
telo, žal, RFID sistem označevanja omogoča tudi zelo učinkovit mednarodni nadzor nad
ljudmi.
Uporaba predstavljenih oblik označevanja v Sloveniji
EAN/UPC
Skupina Cablex je slovensko podjetje, za sistemski razvoj in dobavo električnih ožičenj ter
tehničnih sistemov. Podjetje že leta uspešno 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.
Rešitev, ki jo je zanje pripravilo slovensko podjetje LEOSS d.o.o. označevanje, ki omogoča
odlično sledljivost proizvodov. Rešitev temelji na tehnologiji črtne kode.
Slika 11: Namizni tiskalnik Zebra LP 2824 z odlepljevanikom, čitalniki črtne kode
CipherLab 1160 CCD in ročni terminali za zajem podatkov tipa Denso BHT 8000
Cablexove izdelke uporabljajo v različnih industrijah, vgrajujejo jih tudi pod armaturne plošče
v avtomobilih, zato se nalepke, ki vsebujejo črtno kodo in ostale natisnjene podatke o izdelku,
ne smejo trgati. Zahtevana vzdržljivost etiket je do 80°C. V Cablexu pravijo: »Takšno
označevanje izdelkov, v povezavi z ustrezno strojno opremo, omogoča hitro in kakovostno
sledenje. Ker delo zaradi kakovostnega sledenja poteka hitreje, je poenostavljeno tudi
odpravljanje morebitnih napak. S tem se je povečala proizvodnja in to nas je pripeljalo do
večje konkurenčnosti.«
QR koda
Podjetje Fonda je škatle svojega piranskega brancina opremilo s QR kodo. QR koda na
embalaži piranskega brancina tako vsebuje podatke o izvoru in datumu izlova ribe, procesu
priprave, transportu, shranjevanju, prikazu temperature in datumu uporabe ribe.
QR koda omogoča, da potrošnik s pametnim mobilnim aparatom ali tabličnim računalnikom
pristopa na spletno mesto, kjer so shranjeni vsi podatki o ribi, ki jo je pravkar kupil. Gre za
najvišji standard sledljivosti, v katerem je omogočeno pridobivanje, shranjevanje ter uporaba
podatkov vsem, ki sodelujejo v oskrbovalni verigi.
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Slika 12: QR koda na škatli piranskega brancina
RFID
Skupina Perutnina Ptuj d.d. je slovensko podjetje, ki s skrbjo za ravnovesje med naravo,
stoletno tradicijo in najsodobnejšo 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 voziček z mesno maso pripelje v
območje dosega RFID čitalnikov, takoj sporoči informacijo, od kod je mesna masa prišla, kam
je namenjena, način oz. transportno pot, ki naj jo meso ubere. S tem pospešijo identifikacijo
mesne mase, hkrati pa zagotavljajo njeno sledljivost od živih živali do prodajnih polic v
trgovinah.
Slika 13: Pametna nalepka, antena, čitalnik
Slika 14: Označevanje v proizvodnji s pametnimi nalepkami
Sklep
Sledenje pošiljkam ni pomembno zgolj pri prevozu blaga, še večji pomen ima sledljivost izvora
izdelka v celotni oskrbovalni verigi. Temelj vsakega uspešnega sledenja pošiljk in
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zagotavljanja sledljivosti zlasti pri blagu živilskega izvora je ustrezno, nedvoumno
označevanje pošiljk in blaga.
Različni sistemi sledenja so se v zadnjih desetletjih močno razvijali. Tehnološki razvoj je
spremljal tudi razvoj standardov sledljivosti v celotnih oskrbovalnih verigah. Med bolj
razširjenimi so standardi organizacije GS1, ki pokrivajo tako sisteme označevanja z eno in
dvodimenzionalnimi črtnimi kodami kot tudi RFID sistem.
Vsak od treh predstavljenih sistemov ima svoje prednosti in pomanjkljivosti. Zagotovo drži, da
je sistem označevanja GS1 najbolj razširjen sistem po uporabi v široki potrošnji, vendar pa ga
uspešno izpodriva sistem označevanja z 2D kodami, ki omogočajo zapis večjega števila
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 20–40 ameriških dolarjev na 5 ameriških dolarjev, bo tudi ta sistem sledenja
blaga, ki ima odločilno prednost v tem, da ne potrebuje vidnega polja med pametno nalepko
čitalnikom, postal bolj zanimiv za široko potrošnjo.
Iz primerov iz prakse vidimo, da je, kljub povedanemu, pred odločitvijo o izbiri sistema za
sledenje pošiljk oz. blaga, potrebno upoštevati vrsto in lastnosti blaga, potrebe proizvajalca
ter zahteve kupca. Vsi predstavljeni sistemi namreč omogočajo primerljivo dobro sledenje
blagu v vsaki točki 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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Nadja Ivšić, B. Eng.(chemistry engineering)
Prevedla: Katja Bogovič, 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.
Ključne besede: logistika, sledenje, identifikacija, označevanje, 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:
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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
184
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 šarže, 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 7–30 % of errors.
In comparison to linear barcode, QR code’s 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
označevanje, 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 80°C. 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 $20–40 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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AVTOSOOBRAЌAEN UČILIŠEN CENTAR
“Boro Petruševski” - Skopje
Nikolče Spasovski dipl. soob.inž
TEST KAJ VOZILATA – PREVENTIVNA MERKA ZA PODOBRA KONSTRUKCIJA
NA VOZILATA
APSTRAKT
Vo period od 50 godini, vo zemjite členki na EU nastradaa nad 2 miliona lica i okolu 1
milion bea povredeni vo soobraќajni nezgodi što praktično ima svoevidna vojna po ulicite, no
denes ovaa brojka drastično se namali za okolu 50% blagodarenie na zaedničkiot trud i napor
na proizvoditelite i raznite test programi kako što e Evropskiot NCAP programa za
bezbednost na vozilata. Programata e proektirana da ja ohrabri industrijata da proizveduva
pobezbedni vozila. Vo samata Euro NCAP programa ќe se zapoznaeme so raznite načini na
izveduvanje na simulirani sudari i metodologii na sudarni testovi.
So vgraduvanjeto na različnite uredi i sistemi vo vozilata kako što se: ABS, EBS, ESPsistemite, raznite radarski sistemi, alarmni uredi, vgradeni kameri, vozdušni perničinja vo
sprega so sigurnosnite pojasi i drugi preventivni i zaštitni merki proizveduvačite gi
zaštituvaat site učesnici vo soobraќajot kako i vozačite na motornite vozila, no da ne go
zaboravime faktot deka sostojbata na sistemot zavisi od spregata na čovek-učesnik vo
soobraќajot; vozilo, pat i okolina (opkruzuvanje), što pretstavuva edna golema hierarhija na
megusebna interakcija; koga se narušeni odnosite vo sistemot odnosno poradi
neusoglasenosta na edniot od elementite vo navedeniot sistem so ostanatite elementi od
sistemot, doaga do soobraќajna nezgoda.
Bezbednosta vo soobraќajot na patištata e mnogu važen element i nè zagrizuva site nas
vrz kvalitetnoto ziveenje vo edno opštestvo; ne e dovolno samo test programi i proizvoditelite
na vozila za bezbednosta vo soobraќajot tuka ne zastanuvaat, tuku treba site javni i privatni
institucii da se vklučat vo ovaa problematika za podobra i pobezbedna idnina na site nas.
1. VOVED
Euro NCAP (European New Car Assessment Programme) e sredstvo za potrošuvačite
što 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 slučuvanja od sekojdnevniot zivot,
sudar na avtomobil so avtomobil, sudar na avtomobil so pešak itn. Pokazuva deka
bezbednosnite pokazateli, dobieni od test-sudarot, pretstavuvaat solidna osnova za
proektiranje na novi elementi kaj vozilata, koga e vo prašanje prevencijata na nezgodi i
namaluvanje na posledicite od nezgodite. Rangiranjeto na avtomobilite od aspekt na
bezbednosta vo soobraќajot, soglasno rezultatite dobieni od testirawata se vrši so ,,zvezdički“.
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Avtomobilite so četiri ili tri zvezdički se prosečno 30% pobezbedni, sporedeno vo odnos
so avtomobilite so dve zvezdički, ili avtomobilite bez evropski NCAP rezultati od testiranje vo
sudar na avtomobil so avtomobil.
2. SUDARNI TESTOVI NA VOZILA
Sudarnite testovi so vozila se način da se odredi dali se celosno implementirani
zaštitnite merki vo novite avtomobili. Euro NCAP programa na testiranje na sudari beše
definirana vo 1996 godina. Od togaš pa sè do 2000 godina, bile testirani 64 različni modeli na
avtomobili, pri što rezultatite od testot bile javno prezentirani. Avtomobilite bile testirani so
simulacija na preden i straničen 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 pešak. Ovaa studija gi prezentira rezultatite za odnesuvanjeto na vozačot i
sovozačot vo test simulacijata.
Celta na Euro NCAP testot za sudari e dvostrana. od edna strana se ovozmozuva
objektivna informacija za kupuvačite na avtomobili, za stepenot na bezbednost na
avtomobilot, a od druga strana, i industrijata za proizvodstvo na avtomobili dobiva pokazateli
za potrebata od idni usovršuvanja na avtomobilite od aspekt na bezbednosta. Sudarnite
testovi se način 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
zaštitnoto nivo na avtomobilot.
Euro NCAP koristi zvezdi za da se indicira bezbednosnoto nivo na voziloto.
Kombiniranata zvezda gi pokzzuva rezultatite na zaštita od preden i bočen sudar zaedno.
Moze da se postignat maksimalno 34 poeni od testiranjata, i toa: so dodavanje na 16 poeni za
čelni sudari i 18 poeni za bočni sudari.
Cel na rezultatite od testiranjata e da se simuliraat uslovi za realni soobraќajni nezgodi,
so što dobienite reazultati najdobro ќe go definiraat stepenot na bezbednost na avtomobilot
vo realni soobraќajni uslovi. Se razbira deka nitu eden test ne e vo moznost realno da gi
simulira site tipovi na sudari koišto 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 soobraќajnite nezgodi.
Celta na ispituvanjata ovozmozuva generiranje na novi statistički metodi za obrabotka
na podatocite, za povredeni, nastradani, rizični situacii itn., so što se ovozmozuva klasifikacija
na vozilata spored stepenot na rizik.
3. OBJASNENIE NA TEST PROCEDURITE
Denes, mnogu poveќe od porano, bezbednosta prodava avtomobili. Za kupuvačot na
avtomobil toa e klučniot element od odlukata za kupuvanje. Bitno e i potrošuvačite da moze
da dobivaat sigurni i precizni komparativni informacii što 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 ќe
objasnime kako se izvedeni različnite sudarni testovi i kako se dostignati bezbednosnite
ocenki.
3.1. STRANIČEN UDAREN TEST
Silata na udarot se dvizi so brzina od 50 km/h (30 mili/h). količkata so deformiračko
čelo e vturnata kon vozačkata strana od avtomobilot za da simulira straničen udar.
Slika 1: Straničen udaren test so količka so deformiračko čelo.
Otčituvanjata zemeni od kuklata-vozač se upotrebeni vo procenuvanje na zaštitata.
Zaštita:
Dobra
Dovolna
Nezadovolitelna
Slaba
loša
Slika 2: Zaštita vo procenuvanje na kukla-vozač
3.2. ČELEN UDAREN TEST
Čelniot udaren test e vo osnova razvien od Evropskiot komitet za zgolemena bezbednost
na vozilata vrz osnova na zakonodavstvoto.
Kaj čelniot udar voziloto se dvizi so brzina od 64 km/h (40 mili/h). Avtomobilot udira
vo deformiračka prepreka što se naoga izmestena od središniot del na voziloto.
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Slika 3: Čelen udaren test vo deformiračka prepreka što se naoga od središniot del na
voziloto.
Otčituvanjata zemeni od kuklata se upotrebeni vo procenuvanje na zaštitata na prednite
vozrasni patnici.
Zaštita:
Dobra
Dovolna
Nezadovolitelna
Slaba
Loša
Slika 4: Zaštita vo procenuvanje na kukla-vozač.
3.3. PEŠAČKI UDAREN TEST
Se sproveduva serija na testovi, vklučuvajќi deca i vozrasni pešaci, kade udarot se
slučuva pri brzina od 40 km/h (25 mili/h). Udarnite točki se procenuvaat i stepenuvaat so
dobro, slabo i lošo. Kako i drugite testovi, ovie se osnova na Evropskiot komitet za zgolemena
bezbednost na vozilata.
Slika 5: Vozilo vo pešački udaren test.
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Legenda:
Dobra
Dovolna
Nezadovolitelna
Slika 6: Legenda na vozilo pri pešački udaren test.
3.4. TEST PRI UDAR VO STOLB
Nezgodite sami po sebe se razlikuvaat od drzava do drzava vo Evropa, no priblizno edna
četvrtina od site seriozni i fatalni povredi se slučuvaat kako vnatrešni udari. Mnogu od ovie
povredi se pojavuvaat koga edniot avtomobil udira stranišno vo drugiot avtomobil. Za da se
ohrabrat proizvoditelite da postavat naprava za zaštita na glavata, optimalen stolb ili zaštita
na glavata, moze da se izvede test, kade se postaveni zaštitni karakteristiki. Pri straničen udar,
vozdušnite perničinja pomognuvaat vo zaštita na glavata so obezbeduvanje na ublazen efekt i
zaštita na vozačot od izletuvanje niz vetrobranskoto staklo. Vo testot avtomobilot e vturnet
nastrana so 29 km/h (18 milji/h) vo statičen stolb. Stolbot e relativno tesno graden i mal, što
znači deka ima golemo probivanje vo straničniot del od avtomobilot. Pri udar bez zaštitni
vozdušni perničinja na glavata, glavata na vozačot moze da bide udrena od strana na stolbot
so dovolna sila da predizvika fatalni povredi na glavata. Straničnite udari so zaštitni vozdušni
perničinja na glavata go pravi ovoj vid sudar pobezbeden, so što vozačot moze da prezivee i
pokraj jačinata na udarot.
Slika 7: Vozilo pri test na udar vo stolb
4. ZAPOZNAJ GI VOZAČITE
Hibrid III i Euro SID II imaat iskuseno nekolku sudari od prva raka. Nivnata uloga e bitna
i neophodna za simulacii na soobraќajni nezgodi. Simulaciite se pravat so vozač i patnik vo
voziloto za da se obezbedi celosna slika za povredite od sudarot. Hibrid III i Euro SID II ne se
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običen patnik i vozač. Tie se od zelezen kostur, gumena koza, napolneti so čuvstvitelna
oprema. Za da se napravi edna kukla potrebni se 100 000 funti.
Slika 8: Hibrid III Dizajniran da sobira
podatoci od čelen udar
Slika 9: Euro SID II Sobira stranični udarni
podatoci so različni instrumenti
4.1. Što kuklite znaat
Kuklite obezbeduvaat bitni pretpostavki od ona što ќe se sluči pri sudarot. Našite 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: karakteristični merni napravi što detektiraat svitkuvanje, istegnuvanje i napon od silata
na vratot, pri što 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“,čukaat naokolu vo
nekontroliran pravec i iako serioznite povredi se poretki, teško e da se obezbedi dobra zaštita
za niv.
Graden koš (preden udar): na Hibrid III zeleznite rebra se postaveni so oprema što go
zabelezuva deformiranjeto na gradniot koš pri čelen udar. Povredite na gradniot koš
nastanuvaat dokolku silata na udarot e nasočena kon gradite.
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Graden koš (straničen udar): straničniot udar na kukla Euro SID II ima poinakov graden koš
od drugite, i tri rebra se opremeni da ja zabelezat kompresijata na gradite i brzinata na
kompresijata.
Slika 11: Prikaz na graden koš od kukla
Abdomen: Euro SID II e opremen so senzori da registrira sila što moze da predizvika
abdominalni povredi.
Karlica: Euro SID II ima oprema postavena na karličniot pojas. Tie registrirat stranični sili što
moze da predizvikaat frakturi, puknatini ili zglobni isčašuvanja.
Natkolenica: na Hibrid III, ovaa oblast e sostavena od karlica, butna koska i koleno. Polnite
kelii vo butnata koska obezbeduvaat podatoci za čelen sudar so ednakvi mozni povredi na site
delovi, vklučuvajќi go zglobot na kolkot što moze da nastrada so puknatini i isčašuvanje.
Čaškata na kolenoto e upotrebena da se meri silata prenesena niz kolenata na kuklata,
osobeno ako udira vo dolniot del od šasijata.
Potkolenica: opremata e postavena vnatre vo nozete na kuklata merejќi svitkuvanje,
kompresija i napnatost, dozvoluvajќi procenka na rizični povredi do tibija i fibula koska
(povrzuvajќi go kolenoto so gluzdot).
Stapala i gluzdovi: napravena e procenka za rizik od povredi od čelen udar so merni
iskrivuvanja i so zadno dvizenje na vozačkiot prostor za nozete.
5. ZAKLUČOK
Sudarnite testovi mnogu pridonesoa za podobruvanje na bezbednosta t.e. zaštita od
sudari (nezgodi) koišto se odnesuvaat na inzenerskite karakteristiki koišto gi namaluvaat
zagubite koga ќe nastane nezgoda i na prevencija na soobraќajni nezgodi - merkite koišto
imaat cel da go sprečat nastanuvanjeto na nezgodata. Tie mozat da bidat od inzenerska ili od
odnesuvačka 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 vrši so zvezdički - maksimalen broj na zvezdički što moze da
dobie eden avtomobil e pet. So toa go dostignuva relativniot vrv na bezbednosta vo
soobraќajot.
198
Svedoci sme na različni simulirani sudarni testovi od vozila, pa sè do kukli, so cel
prevencija na nezgodi i namaluvanje na posledicite od nezgodi i povredi. I pokraj faktot na
zgolemeniot broj na vozila vo soobraќajot, brojot na soobraќajni nezgodi opaga. Golema
zasluga za toa mu pripa|a na zaedničkot 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 učesnicite vo soobraќajot.
KORISTENA LITERATURA
www.swedish study.com
www.euroncap.com
www.crash test.com
www.bezbednost.com
199
AVTOSOOBRAЌAEN UČILIŠEN CENTAR
“Boro Petruševski” - Skopje
Nikolče 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.
200
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 км/ч (30 mph). The stroller with the
deformable barrier is pushed towards the driver’s 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.
202
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
203
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
ŠC Celje, Šola za storitvene dejavnosti in logistiko Celje
Petra Selič, prof. nemškega jezika in književnosti
VARNO V PROMET PO NEMŠKO - SPOZNAVANJE IN IZDELAVA PROMETNIH
ZNAKOV PRI POUKU NEMŠKEGA JEZIKA
POVZETEK
Dojemanje in razumevanje temeljev varnosti v cestnem prometu ima na naši šoli velik pomen,
saj dijake ves čas vzgajamo in poučujemo v duhu: mobilno a varno v cestnem prometu.
Gibanje in mobilnost še posebej povezujemo z mladostniki :bodisi kot pešci ali pa kolesarji,
motoristi, uporabniki rolerjev ali javnih prevoznih sredstev so namreč ves čas prisotni v
cestnem prometu.
V okviru projektnega dne smo se odločili, da bomo ta dan namenili cestnoprometnim
predpisom oz. prometnim znakom. S pomočjo IKT ter učnih listov dijaki praktično iščejo
odgovore na konkretno zastavljena vprašanja povezana z varnostjo v prometu. Z razpravo
učitelj poudarja kritično razmišljanje o varnosti v prometu. Dijaki pa aktivno razmišljajo tudi
o možnostih zmanjševanja prometnih nesreč. Usvojeno znanje tega dne nato skušajo
vsakodnevno uporabljati kot aktivni udeleženci v prometu na poti v šolo.
Ključne besede: projektni dan, varnost v cestnem prometu, prometni znaki
1 Utemeljitev projekta
Pri projektnem delu smo se osredotočili na izdelavo prometnih znakov. S končnimi izdelki
smo ob koncu projektnega dne okrasili še učilnico. Zelo pomembno je, da dijaki sami izdelajo
nek izdelek, saj takšno samostojno delo dviguje njihovo samozavest ob ugotovitvi, da so
izdelek sami izdelali. Poleg tega, pa se pri takšni vrsti pouka zelo veliko naučijo. Spodbujamo
samostojno in timsko delo. V času projektnih dni pa še posebej stopi v ospredje
medpredmetno povezovanje. Tukaj smo povezali nemški jezik s predmetom varnost v
cestnem prometu.
Namen našega projektnega dne je bil preveriti, kako dobro dijaki poznajo prometne znake,
proučevanje učinkov prometnih znakov na udeležence v prometu ter dijake spodbuditi k
razmišljanju o vsakodnevni nevarnosti, ki nanje preži na poti v šolo ali na splošno v prometu
samem.
2 Predstavitev projekta
Projektni dan je bil sestavljen iz več faz: dijaki so brali, reševali anketo in delovne liste, sledila
je razprava, uporaba IKT v zvezi z našo temo in ob koncu je sledilo še izdelovanje prometnih
znakov v nemškem jeziku. Z izdelanimi prometnimi znaki smo nato okrasili še učilnico. Učila
208
in pripomočki 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 začetku projektnega dne dijakom vedno najprej ponudimo kratko anketo. Na tem
projektnem dnevu so reševali anketo z naslednjimi vprašanji:
1. Na poti v šolo sem udeležen v prometu kot:
a) pešec
b) sovoznik
c) udeleženec javnega prometa (vlak, bus)
2. Prometne znake poznam:
a) da, v celoti
b) da, a ne vseh
c) ne poznam
3. Imam že narejen vozniški izpit za:
a) motorno kolo
b) avto
c) ne, nimam še vozniškega izpita
4. Misliš, da se boš danes veliko naučil in boš to znanje uporabil tudi v prometu?
a) da, vsekakor
b) ne
c) ne vem
2.1.1. Rezultati ankete
Anketo je rešilo 41 dijakov. Odgovori pa so bili sledeči:
Odgovori na vprašanje štev.1:
Odgovori na vprašanje štev. 2:
0
8
6
8
1
1
2
2
3
3
27
33
209
0
17
24
3
1
2
1
3
2
4
3
0
38
2.2 Reševanje učnih listov
Dijaki so reševali učni list v zvezi s prometnimi znaki.
2.3 Uporaba IKT
Dijaki so s pomočjo spodaj navedenih spletnih strani preizkušali svoje znanje s področja
prometnih znakov:
www.openwebschool.de/04/sk/0005/00.html
www.jeder.at/verkehrszeichenquiz.jsp
2.4 Izdelava prometnih znakov v nemškem jeziku in okrasitev učilnice
210
Okrašena učilnica
3 Makro priprava
VARNO V
PROMET PO
NEMŠKO
dopolnitev
znanja
anketa
prometni znaki
vrste
(izčrpno)
učni listi
uporaba IKTvaje na spletu
(prometni
znaki)
pomen
(izčrpno)
Izdelava
prometnih
znakov
(poljubna
izbira)
VREDNOTEN
JE
(
211
4 Mikro načrt
V mikro načrtu natančno predvidimo potek dela in naloge, ki jih bomo med projektom
opravili.
KAJ?
KAKO?
KJE?
KDAJ?
KDO?
S ČIM?
ZAKAJ?
1. delna naloga
2. delna naloga
3. delna naloga
UVOD V PROJEKTNI DAN
IZDELOVANJE PROMETNIH
ZNAKOV
OKRASITEV UČILNICE
 načrtovanje poteka
projektnega dne
 anketa
 uporaba IKT
 kratko preverjanje znanja
 izbira materiala in orodja
 izdelovanje prometnih
znakov
- ovrednotenje izdelkov
 z skupnim delom
 s pomočjo učitelja,
sošolcev
 s timskim delom
 s kreativnostjo
 v učilnici
 z lastnim delom
 s kreativnostjo
 s poslušanjem,
raziskovanjem,
opazovanjem
 v učilnici
 projektni dan
 projektni dan
 v času projektnega dne
 dijaki
 prof. nemškega jezika
 dijaki
 dijaki
 ostali učitelji in
ravnateljica
 z različnimi papirnimi
gradivi (anketa, UL)
 s spletom
 s testom
 spodbujati dijake k
razmišljanju o pomenu
varnosti v cestnem
prometu,
 spodbujati dijake k
doslednemu upoštevanju
prometnih znakov,
 seznaniti se z različnimi
vrstami prometnih znakov
 narediti samostojen
izdelek na to temo
 z uporabo usvojenega
znanja
 z izdelki
 spoznati in se naučiti
pomen prometnih znakov
 narediti izdelek, ki bo ves
čas na ogled v času pouka
tudi drugim dijakom
 pokazati ostalim dijakom,
učiteljem, ravnateljici, kaj
smo izdelali in kaj smo se
naučili tekom celega
projekta
 urejanje prostora
 povabila učiteljem in
ravnateljici na ogled
izdelkov
- v učilnici
5 Realizacija projekta
Predstavljeno delo smo izvedli v času projektnega dne. To pa zato, ker imajo dijaki v času
projektnega dne na razpolago sedem učnih ur nemškega jezika. V času projektnega dne
težimo k samostojnemu in timskemu delu dijakov, dijaki sami izdelajo nek izdelek na katerega
212
so ob koncu dne zelo ponosni. Učitelj ta dan igra pasivno vlogo. Seveda pa mora učitelj biti
temeljito pripravljen za projektni dan. Učitelj učencem najprej predstavi temo projektnega
dne. Učitelj nato dijake pripravi za timsko delo, sestavi skupine in poda navodila. Po
opravljeni nalogi sledi skupno vrednotenje izdelkov. Oceno izdelka združimo z doseženo
oceno kratkega preverjanja znanja.
6 Zaključek
Projektni dan je dan, kjer lahko uresničimo svoje ideje in svoje znanje pokažemo tudi v obliki
nekega samostojno opravljenega izdelka. Tako pri nemškem jeziku na ta dan nastajajo
slikovni slovarji, slovarji strokovne terminologije ali pa izdelki povezani na temo promet, kot
sem to predstavila tukaj. Smo šola, ki izobražuje med ostalim tudi za poklic logistični tehnik.
Skupnih sedem ur tujega jezika nam na ta dan omogoča, da izdelamo nek izdelek, kar je pri
rednih urah nemogoče izvesti. Projektno učno delo je kot vemo pot učenja preko lastnih
izkušenj, dela, ustvarjalnosti, inovativnosti in ima trajne pozitivne učinke. Dijaki so na ta dan
izredno motivirani, saj samostojno izdelajo izdelek v tujem jeziku in tudi vsi dosežejo
zastavljene cilje. Nanj so ponosni, kot so ponosni na svoje izdelane prometne znake, ki sedaj
krasijo njihovo učilnico.
Literatura
-
tabela na strani 4 : datoteka: Primer_slo.doc (last: zptu Slovenije)
slike last Petre Selič
zrsš: Katalog znanja 2. tuji jezik SPI (o projektnih dneh)
spletne strani: www.openwebschool.de/04/sk/0005/00.html
213
The School Centre Celje, Secondary School for Service Activities and
Logistics Celje
Petra Selič, 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:
0
8
6
8
1
1
2
2
3
3
27
33
215
Answers to the question no. 3:
0
17
24
3
1
2
1
3
2
4
3
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
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)
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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
 During the project
 during the project
 during the project
 students
 professors of German
language
 students
languages
WHAT
WITH?
 with different materials
(surveys, hand-outs)
 the Web
 tests
 using the knowledge
learnt
 students
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?
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 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 classroom’s decoration.
Literature
-
tabela na strani 4 : datoteka: Primer_slo.doc (last: zptu Slovenije)
slike last Petre Selič
zrsš: Katalog znanja 2. tuji jezik SPI (o projektnih dneh)
spletne strani: www.openwebschool.de/04/sk/0005/00.html
219
J.U. Srednja stručna škola „Ivan Uskoković“, Podgorica
Mr.Kljajić Srećko dipl.ing.saob.
PRIMJENA ODRŽIVE MOBILNOSTI U JAVNOM MASOVNOM PREVOZU
PUTNIKA U PODGORICI
Predgovor
Podgorica predstavlja gravitacijsko područje gdje međuzavisnost okolnih naselja i
samog grada raste i usled procesa suburbanizacije okolnih naselja. Pri tome je zaposlenost
usmjerena na grad Podgoricu, što izaziva intezivnije tokove dnevnih migracija usled kretanja
radno aktivnog stanovništva, potrebeza školovanjem, snabdijevanju i uslužnim djelatnostima.
Povećanim potrebama u odnosu na mobilnost stanovništva javni prevoz putnika ne slijedi i
postao je nekonkurentan individualnim vozilima. Za potrebe parkiranja privatnih vozila su
uzurpirane površine koje nemaju tu namjenu, a pored toga su u upotrebi površine na
lokacijama, koje bi bilo moguće upotrijebiti za druge namjene.Mnogo više pažnje bi morali
usmjeriti na nemotorizovan saobraćaj i podsticati upotrebu javnog prevoza.
Cilj Podgorice mora biti uspostavljanje kvalitetnog i efikasnog JMPP, koji će biti
konkurentan drumskom motornom saobraćaju i koji će svim stanovnicima omogućiti
odgovarajući nivo mobilnosti na ekonomskim, ekološkim i socijalnim principima
održivog razvoja.
Ključne riječi: saobraćaj,javni masovni prevoz putnika,gradski prevoz , prigradski
prevoz,održiva mobilnost
1.Uvod
Saobraćaj je jedan od osnovnih faktora razvoja grada jer usmjerava njegov razvoj i
napredak. Često se javlja i kao faktor njegovog ograničavanja ili usmjeravanja u neželjenom
pravcu i kao takav ima velik uticaj na razvoj ukupne urbane sredine. Kao aktivan činilac
gradskog života, saobraćajni sistem mora imati svoj prostor. Zato se često u literaturi govori
da se grad u fizičkom smislu sastoji od površina namijenjenim raznim aktivnostima i
saobraćaja koji te aktivnosti prostorno povezuje i omogućava da se iste efikasno obavljaju.
U sklopu rešavanja saobraćajnih problema savremenih gradova, treba imati u vidu da
osnovni problem predstavlja prevoz putnika individualnim vozilima. Individualna
motorizacija daje obilježje velikim gradovima, ali je za savremeni razvoj gradova odlučujući
faktor funkcionisanje javnog prevoza putnika, koji treba da omogući permanentno
povezivanje udaljenih prostora i postojećih gradskih sadržaja.
Namjere nam je da unaprijedimo javni masovni prevoz putnika (u nastavku: JMPP) u
Podgorici, što znači i da ga dovedemo na nivo uporediv evropskim gradovima i u skladu sa EU
standardima. Činjenica, da je postignuti stepen motorizacije već pokazao nemogućnost
prilagođavanja grada individualnim vozilima i da sistem JMPP treba postaviti kao primarni
sistem u sklopu ukupnog saobraćajnog uređenja grada.
Zadovoljavanje potreba putovanja pojedinaca, na način da im je omogućeno slobodno
kretanje, dostupnost, komunikacija i povezivanja bez žrtvovanja ostalih čovjekovih ili
ekoloških vrijednosti kako danas tako i u buduće je održiva mobilnost. Cilj nam je uspostaviti
takav sistem javnog gradskog i prigradskog saobraćaja u Podgorici, koji bi stanovnicima i
posjetiocima grada Podgorice dao mogućnost pri izboru prevoza, vremenski i ekonomski
privlačan JMPP i sa tim povećao kvalitet života u gradu.
Unapređenje sistema JMPP će se postići sa uvođenjem jedinstvene vozne karte (što
obezbjeđuje integraciju podsistema i prevoznika prigradskog i gradskog JMPP), povećanjem
dostupnosti građana do JMPP uvođenjem novih linija i stajališta i povećanjem dostupnosti
građana do JMPP sa povećanjem frekvencija vožnji na linijama i nabavkom savremenih
prevoznih sredstava.
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S uvođenjem opisanih mjera postaje JMPP privlačniji za korisnike, koji radije koriste
JMPP kao druge oblike motorizovanog prevoza. Povećanje putnika na JMPP će se reflektovati i
kao ublažavanje saobraćajnih zastoja na razuman nivo, poboljšanje bezbjednosti u saobraćaju,
smanjenje štetnih emisija i buke, koju uzrokuje saobraćaj i isto tako smanjivanje razlika
između građana u odnosu na mobilnost.
Ciljevi politike grada u odnosu na dalji razvoj su, da JMPP mora da upravlja ovlašćeni
organ odgovoran za funkcionisanje, da isti raspolaže sa resursima i tehnologijom za praćenje
obima i kvaliteta realizacije prevozne usluge, kao i da vrši kontrolu nad visinom naknade
troškova prevoznika i da postoji jedinstveni tarifni sistem čijom realizacijom treba da se
obezbijede interesi grada, putnika i prevoznika, a da se izbor prevoznika vrši prema
pripremljenom konkursu u okviru kojeg su definisane ugovorne obaveze
Rezultat unapređenja sistema JMPP je povećanje broja korisnika JMPP koje će se
reflektovati i kao ublažavanje saobraćajnih zastoja na razuman nivo, poboljšanje bezbjednosti
u saobraćaju, smanjenje štetnih emisija i buke, koju uzrokuje saobraćaj i isto tako smanjivanje
razlika između građana u odnosu na mobilnost.
Unapređenje sistema JMPP može se postići sledećim mjerama:
■ integracijom svih sistema i prevoznika prigradskog i gradskog JMPP sa
uvođenjem jedinstvene vozne karte, povećanjem dostupnosti građana do JMPP
uvođenjem novih linija i stajališta i povećanjem dostupnosti građana do JMPP sa
povećanjem frekvencija vožnji na linijama.
2. PODRUČJE OBRADE
Područje koje je obuhvaćeno uključuje cjelokupno područje grada Podgorice. Opština
Podgorica zauzima površinu od 1.441 km2. U Podgorici su koncentrisani brojni
administrativni, kulturni, prosvetni i zdravstveni centri, kao i veliki privredni kapaciteti.
Podgorica je i glavni saobraćajni čvor u kome se sijeku najvažniji magistralni pravci Crne Gore
iz pravca Nikšića, Bijelog Polja, Bara i Budve (Cetinje) i ima najveće gravitirajuće područje u
saobraćajnom sistemu zemlje.
Granica opštine Podgorica ukupno sa područjem prigradskog saobraćaja definiše
područje obrade. Pregledna karta područja obrade prikazana je na slici 2.1.
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Na slici je prikazano područje obrade, koje obuhvata područje gradskih i prigradskih
linija opštine Podgorica. Opština 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 kreću u
smjeru S-J. U istom pravcu prolazi železnička pruga Beograd - Bar. Značajna putni pravac vodi
od zapada prema istokom i to E-762, koja povezuje Nikšić sa Podgoricom i vodi naprijed
prema Albaniji.
Slika 2.1: Područje 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 utiče
na stvaranje konfliktnih situacija u svakodnevnom funkcionisanju života u gradu, naročito
kada su izazvani naglim razvojem gradskog saobraćaja. Podgorica je kao i većina evropskih
gradova građena za drugačije saobraćajne potrebe od današnjih.
U svrhu poboljšanja saobraćajnih tokova, gradovi preduzimaju obimne promjene koje
sadrže kompleksne izmjene cjelokupne strukture grada. Gradovi se planski grade u svim
komponentama i jednako se opterećuju gradskim funkcijama sva područja, a sa ciljem da se
izbjegne klasična šema gradskog organizma tipa centar (city) - periferija.
Uslijed različitih razloga putovanja, većih gužvi, zastoja u saobraćaju i preopterećenja
gradskih ulica sa individualnim prevozom, stanovništvo grada Podgorice bi trebalo usmjeriti
ka većoj upotrebi javnog prevoza putnika. Zbog različitih potreba putovanja, potrebno je
planirati takve vrste prevoza putnika, koje će u većoj mjeri realizovati njihove potrebe.
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Poseban razlog za planiranje gradskog i prigradskog prevoza u Podgorici proizilazi iz
činjenice da današnja organizovanost saobraćajnog sistema u gradu izaziva:
■
■
■
■
■
■
saobraćajnu opterećenost gradskih puteva,
veći stepen zagađenosti životne sredine,
probleme parkiranja automobila,
problem parkiranja na ulicama i pješačkim površinama
zanemaren tretman javnog prevoza putnika,
probleme pješaka u gradskom saobraćaju.
3.1 ULAZNI PODACI
Za postizanje najboljih mogućih rezultata istraživanja, bili su upotrijebljeni sledeći podaci:
- Demografski podaci:
- podaci o stanovništvu i njihove preraspodjele u prostoru (podaci za zadnji period);
- Društveno - ekonomski podaci:
- podaci za sva četiri sektora (primarni, sekundarni, terciarni i kvartalni) i njihove
preraspodjele u prostoru (podaci za zadnji period);
- Prostorni podaci:
- postojeća, namjenska i planska upotreba prostora (podaci za zadnji period);
- prostorni planovi;
- Podaci o saobraćaju:
- saobraćajna opterećenja na državnoj i lokalnoj putnoj mreži;
- podaci o autobuskom saobraćaju i prevezenim putnicima;
- podaci o željezničkom saobraćaju i prevezenim putnicima;
- podaci o avio saobraćaju i prevezenim putnicima;
- podaci o saobraćajnoj 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 saobraćajne infrastrukture za cjelokupno
područje grada Podgorice;
- saobraćajne studije grada Podgorice i
- drugi podaci.
- Terenska istraživanja:
- anketiranje i brojanje putnika na autobusima i automobilima,
- brojanje vozila na području grada Podgorice,
- GPS snimka autobuskih linija i stajališta na području grada Podgorice.
3.2 DEFINISANJE CILJEVA ISTRAŽIVANJA
Opšti porast stanovnika, izgradnja modernih puteva, promjene strukture privrede i
zaposlenosti su stvorili preduslove za izmjenu strukture grada u smislu njegovog prostornog
širenja. Širenje urbanog područja grada Podgorice u pravcu prigradskih zona zahtijeva takva
saobraćajna rešenja, koja će omogućiti stanovnicima tih naselja da na prihvatljiv način dođu
do svojih ciljeva u užem gradskom području. U tako složenom i prostorno razuđenom
urbanom prostoru je potrebno imati dobro organizovan javni prevoz putnika koji bi povezao
prostor i razne sadržaje. Sa povećanjem broja stanovnika raste grad prostorno i povećavaju se
njegovi sadržaji, time je i organizacija javnog prevoza putnika kompleksnija.
Ciljevi su raznoliki i zbog toga se mogu klasifikovati u kratkoročne i dugoročne ciljeve,
jer prevoz putnika predstavlja jedan od načina kojim se postižu određeni ciljevi razvoja
društva. Izrada studije proizilazi iz potrebe uprave grada da se riješi prevoz putnika
korišćenjem JMPP na način da se postavi kao primarni podsistem u sklopu saobraćajnog
sistema grada. Znači, JMPP ima značajno mjesto u planiranju budućeg dugoročnog razvoja
grada.
Visoko kvalitetan JMPP podrazumijeva:
1. Javni prevoz putnika koji je konkurentan individualnom vozilu;
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2. Smanjivanje troškova koje uzrokuju zastoji u saobraćaju i poboljšanje
mobilnosti stanovništva i
3. Povećanje osviješćenosti stanovništva o koristima koje donose promjene
Temeljni principi politike grada prema sistemu JMPP u Podgorici se zasnivaju na:
■ Postojanju ovlašćenog organa, odgovornog za funkcionisanje ovog podsistema;
■ Obavljanju usluga JMPP od strane operatera prema ugovoru kojim se definišu
obaveze kao i funkcije u slučaju neispunjenja obaveza;
■ Izboru operatera u JMPP ili određivanju 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 praćenje obima i kvaliteta realizacije
prevozne usluge od strane organa koji upravlja JMPP;
■ Visina naknade troškova prevoznika, koja mora biti pod kontrolom organa koji
upravlja JMPP uz ostvarivanje profita od strane prevoznika;
■ Postojanju jedinstvenog tarifnog sistema i načinu njegove realizacije kojim bi se
definisali interesi grada, putnika.
Slika 3.21: Migracioni tokovi putnika na području grada Podgorice na glavnim
saobraćajnim osama
Ključni faktori za funkcionisanje javnog prevoza putnika su gradska uprava i
prevoznici. Jedna od značajnih funkcija gradske uprave jeste poboljšanje kvaliteta života i
mobilnosti njenih stanovnika. Gradska uprava i prevoznici imaju zajednički zadatak, a to je da
omoguće i organizuju obavljanje uslugajavnog prevoza na što kvalitetniji način i time motivišu
stanovnike grada da iskoriste mogućnosti koje im nudi javni prevoz i postanu njegovi stalni
korisnici.
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Intenzivan rast prevoza sa individualnim automobilima utiče na javni masovni prevoz
putnika i predstavlja njegovu veliku konkurenciju. Zato njegovi nosioci moraju ostvariti
atraktivne i kvalitetne usluge javnog prevoza. Korisnici ovih usluga žele imati prevoz koji je
siguran, redovan, udoban, brz i ekonomičan.
Jedan od načina rešavanja postojećih problema jeste prihvatanje i implementacija
principa održive mobilnosti. U gradovima koji imaju dovoljno prostora mogu se
promovisati vidovi saobraćaja koji nisu automobilski, prvenstveno pješački, biciklistički i javni
prevoz. Rešavanje problema saobraćaja u centralnim gradskim zonama obuhvata i rešavanje
problema prigradskog saobraćaja (koji podrazumevaju dislociranje automobila iz centra
grada) kao što je izgradnja brzih saobraćajnica oko grada (obilaznica) i izgradnja Park&Ride
sistema. Park&Ride sistem podrazumeva izgradnju parking prostora, na kome vozači iz
perifernih naselja ostavljaju svoje automobile i javnim prevozom nastavljaju put do centra
grada.
Suočeni sa takvim načinom definisanja politike prema sistemu JMPP, gradske vlasti
zadužene za planiranje moraju edukovati stanovništvo i uključiti ih u proces realizacije. Neki
od načina podsticanja građana da se uključe u rešavanje problema i prihvatanje održivih
oblika mobilnosti jesu ukidanje poreza na ekološki neškodljiva vozila ili naplata za ulazak
automobila u centar grada.
Prednosti koje nose principi održive mobilnosti jesu u prvom redu zdraviji život
građana, manje buke, manje zagađenja, ljepši grad. Svakako je za očekivati zabrinutost
stanovnika užeg i šireg dijela Podgorice u početku i nezadovoljstvo koje bi slijedilo
uslijed planiranih promjena odnosno uspostavljanja drugačijih navika u prevozu.
Međutim, kontinuirano informisanje o prednostima rezultata koji slijede dovodi do
uspostavljanja drugačijih navika građana i prihvatanja principa održivog razvoja
gradova kao opšte korisnog principa. U odnosu na sve gore navedeno, definisanje
politike Podgorice prema sistemu JMPP je veoma važan faktor u definisanju i
postizanju ciljeva novog uređenja javnog gradskog i prigradskog prevoza putnika.
3.2.1 Kvalitetno uređenje urbanog saobraćaja: Paradigma održive mobilnosti
Paradigma održive mobilnosti predstavlja teoretičnu podlogu, na kojoj ćemo
predstaviti stručne podloge uređenja javnog prevoza putnika u užem i širem dijelu grada
Podgorice. Dosadašnji razvoj saobraćajnog sistema je u razvijenom industrijskom svijetu
obezbijedio neprimjerljiv stepen mobilnosti ljudi (masovna mobilnost). Razvoj mobilnosti se
je temeljio naročito na mjerama, koje su podsticale upotrebu individualnih vozila. Visoki
stepen mobilnosti pojedinaca je omogućio slobodu, udobnost, dostup do radnog mjesta,
zdravstvenih usluga, obrazovanja i socijalnih interakcija. Tome je dao doprinos i tehnološki
razvoj kako na prevoznim sredstvima tako i na pratećoj saobraćajnoj infrastrukturi, što je
uticalo na veću dostupnost prevoznih sredstava u odnosu na cijenu, udobnost, sigurnost i
pouzdanost uključujući sve atribute privlačnosti, koji se nadovezuju na nju.
3.2.2 Kako do razvoja održive mobilnosti u Podgorici
Intenzivan prevoz sa individualnim vozilima i skroman sistem javnog prevoza putnika,
su glavna problemska područja na koja se je potrebno orijentisati pri oblikovanju postojećih
saobraćajnih sistema u Podgorici. Suočavanje sa tom kompleksnom problematikom zahtijeva
pronalaženje takvih rješenja, čiji će se konačni rezultati odraziti u uspješnosti zadovoljavanja
kriterijuma održivog razvoja.
3.3 VIZIJA JMPP
Društvene promjene i rastući negativni uticaj motorizovanog saobraćaja na životnu
sredinu su uticali na pojavu nove paradigme, održive mobilnosti, koja je u najširem smislu
opredijeljena kao mogućnost zadovoljavanja potreba društva na način da je omogućeno
slobodno kretanje sa dostupom i komunikacijom bez žrtvovanja ostalih čovjekovih i ekoloških
vrijednosti, kako danas tako i ubuduće.Paradigma održive mobilnosti u okviru rasprava o
održivim gradovima u većoj mjeri povezuje upotrebu prostora kao sistem aktivnosti sa
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saobraćajnim sistemom. Vizija se zato mora temeljiti na potrebama i oblikovanju
održivih i privlačnih saobraćajnih sistema.
Vizija je obezbijediti kvalitetan sistem prevoza za korisnike, koji će biti siguran, održiv,
usaglašen sa evropskim sistemima i koji će podržavati i podsticati ekonomski razvoj u
državi.
Ispunjavanje vizije zahtijeva da pojedinačne odluke podstiču dugoročne ciljeve razvoja
održive mobilnosti. Moraju biti usklađene sa nacrtom privrednog i društvenog razvoja i
nacrtom očuvanja životne sredine. Takav pristup, koji zahvata postavljanje dugoročnih ciljeva
i njihovo realno planirano ostvarivanje je načelo implementacije razvoja održive mobilnosti.
Održivi saobraćaj obuhvata mjere sa ukupnim opisom aktivnosti, koje obezbjeđuju
efikasan prevoz, uz odgovarajuću bezbjednost učesnika u saobraćaju i uz što manje
opterećenje životne sredine. Vizija održivog saobraćaja u Podgorici je, da se na osnovu
dugoročnih mjera kroz nacrt efikasnog koncepta JMPP utiče na promjenu postojećeg
odnosa putnika na izbor prevoznog sredstva u pravcu veće upotrebe javnog prevoza.
Promjene pri izboru prevoznog sredstva u gradu je moguće postići samo na osnovu
dugoročno planiranih, jasnih, naročito izvedenih mjera. Na odluke putnika o upotrebi javnog
prevoznog sredstva je moguće uticati sa tačnim i redovnim, udobnim i cjenovno prihvatljivim
prevozom i pripremom odgovarajućih informacija. Podgorica kao regionalni i nacionalni
centar bi trebala da obezbijedi uređena parkirališta u blizini autobuskih i željezničih stajališta
na ulazima u grad, odakle bi se omogućila povezanost sa osnovnim nosiocima javnog gradskog
prevoza. Vizija je dakle, uvođenje cjelovitog sistema javnog prevoza putnika, koji bi
temeljio na efikasnom povezivanju pojedinih podsistema.
Različiti oblici javnog putničkog saobraćaja imaju svoje prednosti i slabosti sa vidika
kapaciteta, fleksibilnosti, potrošnje energije, sigurnosti i učinka na životnu sredinu. Za oblike
prevoza, koji u određenim situacijama u najvećoj mogućoj mjeri ostvaruju potrebe po
mobilnošću, potrebno se je odlučiti na osnovu upoređivanja prednosti i slabosti svakog od
datih oblika.
Na osnovu postavljanja jasne vizije, priprema se koncept nacrta javnog putničkog
saobraćaja. Predstavljena stručna rješenja biće polazne osnove za izbor mjera i mjerljivih
aktivnosti, koje bi omogućile uspostavljanje novog sistema JMPP sa vidika postavljenih ciljeva.
To bi bila takođe podloga za ocjenu potrebnih finansijskih sredstava, određivanje vremenskog
okvira i odgovornih nosilaca.
Trend razvoja saobraćajnog sistema se kreće u pravcu zadovoljavanja kriterijuma
održivog razvoja.
Sistemske mjere teže ka uspostavljanju takvog saobraćajnog sistema, koji bi se temeljio
na boljem modalnom raspoređivanju obavljenog prevoznog dijela u okviru saobraćajnih
djelatnosti, posebno u korist javnog prevoza putnika. Upravo zato se razvoj saobraćaja mora
usmjeriti na smanjivanju negativnih učinaka (npr.emisija štetnih gasova na lokalnu i globalnu
sredinu, buke, preopterećenost infrastrukture, upotrebe prostora, vizualno zagađivanje itd.)
na većoj sigurnosti i većem kvalitetu saobraćajnih usluga za korisnika. Usluge JMPP moraju
biti kvalitetne (odgovarajuća brzina, frekvencija, udobnost i dostupnost do stanica), moraju
biti takođe cjenovno konkurentne prevozu sa privatnim automobilom na svim relacijama.
Podrška održivoj 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 stajališta, učestalost linija, usaglašen
vozni red, intermodalni centri i osviješćenost stanovništva).
Dakle, vizija održive mobilnosti u gradu Podgorici je da se na osnovu dugoročnih mjera
u okviru nacrta ostvarivanja efikasnog JMPP utiče na promjenu postojećeg 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 mogućnosti njegovog razvoja u cijeloj regiji. Podloga za izbor polaznih sistema za
uspostavljanje novog oblika uređenja JMPP biće simulacija sistema javnog prevoza .
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J.U. Srednja stručna škola „Ivan Uskoković“, Podgorica
Mr.Kljajić Srećko, 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: Područje 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
230
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 području grada Podgorice na glavnim saobraćajnim
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
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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.
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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 željezničih 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.
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ZAVOD ORANŽNA NIT
MURSKA SOBOTA, SLOVENIJA
mag. Srečko ŠTEINER
Boris ŽIBRAT, dipl.var.
PROJEKT »MOTORISTI, ZMANJŠAJMO TVEGANOST VOŽNJE – VOZIMO
ORANŽNO«
Prizadevanje za večjo varnost motoristov v Pomurju
POVZETEK
Zagotavljanje večje varnosti cestnega prometa je možno s spodbujanjem udeležencev v
prometu k odgovornejšemu vedenju, spoštovanju predpisov in oblikovanju zavesti o pomenu
prometne varnosti.
V zadnjih letih je na slovenskih cestah v promet vključenih vedno več enoslednih motornih
vozil, predvsem motornih koles. S povečanjem števila motornih koles na naših cestah imajo
vozniki teh vozil vedno večji vpliv na prometno varnost. Čeprav je Slovenija na področju
varnosti v prometu v zadnjih letih naredila velik korak naprej, saj se je število smrtnih žrtev
vztrajno zmanjševalo, 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 nesreče s smrtnim izidom oziroma nastanku težjih poškodb, kar se je
posebej negativno pokazalo v letu 2011, ko so motoristi predstavljali kar 20 % vseh smrtnih
žrtev na slovenskih cestah.
Vožnja motornega kolesa je zelo zahtevno opravilo, pri katerem so za varno vožnjo potrebni
znanje, izkušnje, dobro psihofizično stanje voznika, primerno vzdrževano vozilo in primerna
infrastruktura. Vzrokov za nastanek nesreč je mnogo, predvsem so te na strani voznikov, med
njimi pa seveda izstopa hitrost. Vožnja motornega kolesa v Sloveniji je še 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
udeležencev v prometu, ki jih velikokrat doživljajo kot neprilagojene divjake in manjvredne
udeležence v prometu.
KLJUČNE BESEDE: motorno kolo, vozniki enoslednih vozil, prometne nesreče, hitrost,
prometna varnost,
1. UVOD
Motoristi so bili slabi dve desetletji nazaj precejšnja redkost na cestah v Pomurju in Sloveniji.
Le redki so bili srečniki, ki so si ta hobi lahko privoščili ali pa so se zanj odločali. Po letu 2000,
ko so se ekonomske razmere v novonastali državi počasi normalizirale in smo odločno
zakorakali proti Evropski uniji, se je zgodil motoristični »boom«, kar naenkrat so postala
motorna kolesa dostopnejša in tudi popularna. Dokončen razcvet pa je motoristično gibanje
doživelo v letu 2005, potem ko je država 1. maja 2004 tudi uradno vstopila v Evropsko unijo.
235
Takrat se je namreč sprostil trg rabljenih motornih koles, katerih ponudba je bila v tujini
neprimerno večja kot v Sloveniji.
Ta trend je bil zelo izrazit tudi v Pomurju, kjer so se pričeli množično ustanavljati motoristični
klubi, katerih je danes uradno registriranih že več kot 20. Tisti z daljšo tradicijo organizirajo
velika moto-srečanja, ki se jih udeležuje veliko število motoristov z vseh koncev države in tudi
tujine. Vendar pa je žal vse to imelo tudi zelo negativne posledice na prometno varnost v
regiji.
Fotografija 1: Prometna nesreča, ki se je zgodila leta 2009 na lokalni cesti pri naselju
Domanjševci
Vir: MNZ, Policija
V poročilu 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 žrtev glede na samo 2 odstotka prevoženih kilometrov, v povprečju
pa imajo na kilometer prevožene razdalje 18-krat več možnosti udeležbe v prometni nesreči s
smrtnim izidom kot avtomobilisti.
Poročilo izpostavlja Slovenijo, ki po vseh merilih predstavlja najbolj nevarno deželo za
voznike motornih koles in koles z motorjem. Žalostna statistika nas postavlja povsem na
konec primerjalne lestvice tveganj. Voziti se z motociklom po naših cestah je tako 50-krat bolj
nevarno kot z avtomobilom.
2. PROMETNE NESREČE Z UDELEŽBO MOTORISTOV V POMURJU
V zadnjem desetletju je število registriranih motornih koles (nad 125 ccm) v Pomurju poraslo
za skoraj štiri krat (4 x). Največji premiki navzgor so bili zabeleženi leta 2005 po že
omenjenem vstopu Slovenije v EU, nato pa še v letu 2007, ko je bil zabeležen najvišji porast v
posameznem letu. V letih 2010 in 2011 se je pričela stagnacija na tem področju, vzrok pa je
prav gotovo v recesiji, v katero je zapadlo svetovno gospodarstvo. Trenutno je v Sloveniji
236
registriranih že blizu 50.000 motornih koles, motorna kolesa pa proti osebnim avtomobilom
predstavljajo skoraj 5 % delež. S tem deležem se sicer ne moremo primerjati z motoristično
najrazvitejšimi državami, kot sta recimo Italija in Španija, vendar pa je potrebno povedati, da
je vožnja motorja v Sloveniji skoraj izključno hobi oziroma zabava. Le redki so tisti, ki
motorno kolo vsakodnevno uporabljajo kot prevozno sredstvo namesto avtomobila.
Tabela 1: Naraščanje števila registriranih motornih koles v Pomurju
Vir: Statistični urad R Slovenije.
Redki so motoristi, ki na letni ravni prevozijo omembe vredno število kilometrov in mogoče je
ravno v tem vzrok za slabo stanje prometne varnosti motoristov. Posledično jim manjka
izkušenj 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 toplejši
del leta. Zaradi tega ostali udeleženci predvsem v spomladanskih mesecih še niso vajeni
prisotnosti motoristov na cestah in ravno takrat so motoristi največkrat žrtve drugih
voznikov.
Vzrok pa je gotovo tudi v dejstvu, da Slovenija nima zgrajenega nobenega primernega
dirkališča, zaradi česar predvsem vozniki močnejših športnih motorjev adrenalinske užitke
iščejo na javnih cestah, ki pa so vse prej kot primerne za tovrstno početje.
Zanesljiva vožnja motorja zahteva znanje in izkušnje. Vozniški izpit je zgolj osnova, da zakon
motoristu dovoli gibanje na cesti. Od tu naprej je pot tlakovana tudi s padci in kakšno nesrečo.
In žal so nesreče z najhujšimi posledicami postale problem tudi v naši regiji. V letih 2002 in
2003 na cestah v Pomurju ni umrl noben motorist, leta 2005 po začetku »motobooma« pa trije
(3). Daleč najslabše stanje pa je bilo leta 2006, ko je v nesrečah umrlo pet (5) motoristov ter
en (1) sopotnik na motorju. V letu 2006 je tako delež mrtvih motoristov in sopotnikov na
motorju predstavljal kar 37 % vseh mrtvih v nesrečah v regiji.
Še dodatni problem pa v naši regiji predstavlja tudi vožnja pod vplivom alkohola. Zaradi
nekaterih kulturnih, zgodovinskih in socialnih vzrokov je namreč Pomurje že leta na vrhu
slovenskega povprečja, ko govorimo o deležu pijanih povzročiteljev prometnih nesreč, saj se
ta v zadnjih letih giblje okoli 14 % in motoristi pri tem niso nobena izjema. V letu 2011 smo v
regiji beležili statistično najvarnejše leto, kar se varnosti cestnega prometa tiče, saj so v
nesrečah 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 nesreče z udeležbo motoristov v Pomurju glede na posledice
Vir: MNZ, Policija
Od leta 2002 do 2011 se je na pomurskih cestah zgodilo 16,455 prometnih nesreč, v katerih
je umrlo 157 ljudi. Tako je delež udeležbe voznikov motornih koles v prometnih nesrečah le
2.4 %, mrtvi vozniki motornih koles pa predstavljajo kar 11,4 % vseh mrtvih na pomurskih
cestah v tem obdobju.
3. PRIZADEVANJA ZA VEČJO VARNOST MOTORISTOV
Država je poskušala po vzoru Evrope večjo varnost zagotoviti z omejitvami glede pridobivanja
pravice do vožnje motornega kolesa. Leta 2004 je pričel veljati Zakon o varnost cestnega
prometa,9 v skladu s katerim je bila pridobitev vozniškega dovoljenja za vožnjo motornih
koles brez omejitve moči možna po dopolnjenem 21. letu starosti. Med 18. in 21. letom pa je
lahko motorist vozil le motorno kolo, katerega moč ni presegala 25 kW in razmerje moč
motorja/masa vozila ni presegala 0,16 kW/kg. Od julija leta 2011 velja nov Zakon o
voznikih10, ki je to področje uskladil s predpisi EU, tako da je uvedel direktni in indirektni
dostop do vozniškega dovoljenja A kategorije brez omejitev. Tako vozniško dovoljenje lahko
pridobi oseba šele po dopolnjenem 24. letu starosti (direktni pristop), če pa je pred tem že
imela dve leti vozniško dovoljenje kategorije A2 (indirektni pristop), lahko pridobi vozniško
dovoljenje A kategorije, ko dopolni 20 let starosti. V skladu z novo zakonodajo v kategorijo A2
spadajo motorna kolesa, katerih moč ne presega 35 KW in razmerje med močjo in maso ne
presega 0,2 kW/kg in ne izvira iz vozila z enkrat večjo močjo.S takim zakonskim rešitvami se
9
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).
238
je želelo doseči postopno uvajanje mladih motoristov v nevaren vsakdan cestnega prometa in
predvsem postopno pridobivanje vozniških izkušenj 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 Španik in pomurskimi moto-klubi pristopili k
bolj sistematičnemu in kvalitetnejšemu izvajanju preventivnih projektov namenjenih
motoristom (in voznikom ostalih enoslednih vozil). Policija je sicer pred tem že izvajala
določene preventivne projekte pod skupnim imenom »Policijska izkušnja kot nasvet«, ki so
obsegali predvsem praktične delavnice in vaje na poligonu, katere so vodili izkušeni policistimotoristi. Največji 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 več policistov kot
pa obiskovalcev – motoristov. V praksi je namreč zadeva potekala tako, da je policija določila
datum in kraj, kjer se bodo aktivnosti odvijale, nato pa je to informacijo bolj ali manj uspešno
poskušala 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 udeležencem
predstavljen problem slabšanja varnosti motoristov ter nakazani vzroki zanj. Analizirane in
predstavljene so bile tudi vse prometne nesreče s smrtnim izidom iz leta 2006. Na sestanku je
bi sprejet dogovor, da se pobudo za organiziranje različnih preventivnih aktivnosti in
treningov varne vožnje prepušča klubom, ki na ta način pokažejo tudi večjo odgovornost za
stanje prometne varnosti in za varnost svojih članov. V nadaljevanju leta je ta pristop
pripomogel k temu, da se je različnih predavanj in treningov udeležilo preko 800 motoristov.
Celoten projekt je bil ves čas tudi dobro medijsko podprt, preko medijskih aktivnosti pa se je
predvsem strmelo k temu, da ostali udeleženci – predvsem vozniki osebnih avtomobilov
pričnejo motoriste dojemati kot enakovredne udeležence v prometu. Kot »nagrada« za dobro
sodelovanje je bila ob koncu sezone v Španik centru organizirana tudi prireditev ob zaključku
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 državi, kjer je
umrlo manj motoristov kot leto prej.
Fotografija 2: Prireditev ob koncu sezone v Španik Centru – oktober 2011
Vir: Arhiv Zavoda Oranžna nit
239
V naslednjih letih smo nadaljevali s tako zastavljenimi aktivnostmi in sodelovanje vzpostavili
tudi z novo ustanovljenimi klubi, ki jih je danes že dvajset (20). Vsako leto v mesecu aprilu
organiziramo večjo prireditev za vse klube na enem mestu v Centru Španik, še 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 ORANŽNA NIT, Zavod za izobraževanje v
cestnem prometu. Zavod je postal krovna organizacija, v okviru katere potekajo predvsem
aktivnosti za večjo varnost najbolj ogroženih kategorij prometnih udeležencev. Seveda pa
zavod ne bi mogel uspešno delovati, če ne bi bilo tudi podpore države 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, ZMANJŠAJMO TVEGANOST VOŽNJE – VOZIMO ORANŽNO«.
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 šlo za tuja
motorista – avstrijskega in madžarskega državljana. Učinek kvalitetnega in načrtnega dela na
tem področju pa se je dokončno potrdil v letu 2010, ko v regiji nismo imeli nobene smrtne
žrtve med motoristi. Še bolj kot število mrtvih motoristov pa v prid pozitivnim rezultatom
projekta govori dejstvo, da se število prometnih nesreč z udeležbo motoristov po letu 2006
zmanjšuje, kljub temu da je število motoristov od takrat poraslo za dobrih 40 % .
4. CILJNA SKUPINA IN POTEK AKTIVNOSTI
Ciljna skupina programa, ki je sestavljen iz teoretičnega in praktičnega dela12 , so vozniki
motornih koles.
11
Poleg podajanja teoretičnega in praktičnega znanja o vožnji motorja udeležencem nudimo tudi zanimive
spremljevalne vsebine. Na prireditvi ob pričetku sezone v letu 2011, katere se je udeležilo rekordno število motoristov,
je udeležencem svojo izkušnjo predstavil motorist Marko VODOPIJA, ki je leta 2010 preživel hudo prometno nesrečo, v
kateri je bil skoraj 30 minut klinično mrtev.
12
Teoretični del zajema:
-prometna varnost: zavestna vožnja 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, načini zaviranja, dinamični prenos teže, podkrmiljenje in
prekrmiljenje ob delovanju stranskih sil,
-KAMOV krog in objektivna varnost,
-diskusija posamezne prometne situacije
-mentalni trening,
-zaščitna 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 območja
Pomurja in sprejet dogovor za sodelovanje v tekočem
letu
predstavljen program ZMANJŠAJMO TVEGANOST
VOŽNJE, VOZIMO ORANŽNO.
izvajanje projekta, sodelovanje na vseh moto zborih (vsi
klubi ne organizirajo zborov) na območju Pomurja
izvedba prireditve ob začetku sezone
zaključek moto sezone z nadaljevanjem projekta
»Zmanjšajmo tveganost vožnje, vozimo oranžno« v
naslednjem letu.
Fotografija 3: Trening varne vožnje v Španik centru – april 2011
- speljevanje, hitrost…
Praktični del se izvaja na poligonu in na simulatorju vožnje motornega kolesa in zajema:
- dejavnike pasivne in aktivne varnosti in njihov vpliv na varno vožnjo (ABS, ESP….)
,
- zaviranje na različnih podlagah vozišča,
- prikaz vpliva hitrosti na zavorno pot,
-vožnja slalom – pravilno in pravočasno sukanje volana.
- rušenje stabilnosti in ponovno vzpostavljanje stabilnosti , s poudarkom na pravočasnem pravilnem reagiranju,
- prisilno zaustavljanje vozila ob istočasnem izogibanju oviram na različnih podlagah,
- položaj motorista na motornem kolesu,
- speljevaje in ustavljanje (vožnja v krog v obe smeri, vožnja v »osmici«, zaviranje; umikanje nevarni situaciji;
zaviranje z umikanjem in kondicijska – panoramska vožnja).
241
Vir: Arhiv Zavoda Oranžna nit
4.1 STROŠKI
V vseh letih je bilo za izvajanje projekta porabljeno cca. 10.000 € (v stroške so vključeni
stroški najema poligona in učilnic, stroški preventivnega materiala za udeležence, pogostitev
udeležencev prireditev ob začetku in koncu sezone ), kar pomeni, da je bilo letno porabljeno
približno 2.000 €.
5. ZAKLJUČEK
Projekt se izvaja tudi v letošnjem letu, saj analize kažejo pozitivne rezultate. Zmanjšalo se je
število prometnih nesreč, v katerih so udeleženi motoristi, kljub temu, da število registriranih
motornih koles narašča. Izvajanje projekta je dalo veliko pozitivnih rezultatov, pokazalo pa je
tudi nekaj pomanjkljivosti.
Pozitivni vidik je prav gotovo množična udeležba motoristov na prireditvah, delavnicah in
predavanjih ter preko medijske podpore odpravljanje stereotipov o motoristih. Verjetno bi
bila situacija drugačna, če motoristi v regiji ne bi bili tako dobro organizirani v klubih. Slabost
je namreč ravno ta, da k sodelovanju težko pritegnemo ravno tiste motoriste, ki bi bili
tovrstnega usposabljanja najbolj potrebni, pa niso člani klubov. Slabost vidimo tudi v tem, da
veliko ostalih prometnih udeležencev še vedno dojema motoriste kot »divjake« in marginalce
ter se do njih na cesti tako tudi obnašajo.
Brez smisla si je zatiskati oči: motorist je izpostavljen in ranljiv. Da si sam ne povzroča škode,
je potrebno vaditi vožnjo in znati prepoznati prometne pasti. Skrb zaradi naraščajočega
nesodelovanja med vozniki ter agresivnega in nasilnega vedenja med njimi narašča. Družba
postaja čedalje bolj tekmovalna. Zanašanje na neformalna pravila v prometu je bilo morda
učinkovito, ko so bila le-ta jasna vsem udeležencem v cestnem prometu, z naraščajočo
kulturno raznolikostjo in čezmejnim prometom pa ni več tako. In končno, hitro naraščanje
242
gostote prometa povečuje število interakcij in konfliktov med udeleženci, poleg tega pa
povečuje tudi frustracije in zaradi tega tudi neustrezne čustvene reakcije v konfliktnih
situacijah. Ko govorimo o prometnih nesrečah je na prvem mestu kot vzrok neprilagojena
hitrost. Ampak hitrost sama ni nevarna, nevaren je človek!
6. VIRI IN LITERATURA:










Resolucija o nacionalnem programu varnosti cestnega prometa za obdobje 2007 do
2011
(Skupaj za večjo varnost), Uradni list R Slovenije, št.2/2007 z dne 09.01.2007.
Gustinčič, M. (2007). Magisterij vožnje motocikla, založba Mig Team
Zakon o varnosti cestnega prometa (ZVCP-1), Uradni list R Slovenije, številka 83/04
z dne 29. 7. 2004.
Zakon o voznikih (ZVoz), uradni list R Slovenije, številka 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
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ZAVOD ORANŽNA NIT
MURSKA SOBOTA, SLOVENIJA
mag. Srečko ŠTEINER
Boris ŽIBRAT, 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.
244
This trend was also very prominent in Pomurje region, where many motorcycle clubs (MC´s)
were formed. Today there are more than twenty officially registered MC´s. 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
Domanjševci
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 year’s 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: Statistični 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 Španik and the local MC’s 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 MC’s 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 MC’s would take the initiative for organizing the preventive activities. This
would show greater responsibility of the MC’s 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 Španik. 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 Španik Center – oktober 2011
Source: Zavod Oranžna nit
248
In the following years we continued with these activities and also set up cooperation with the
newly established MC’s, whose number has increased up to 20. Every year in April and
October we organize a major event for all MC’s at the Center Španik. 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 “ORANŽNA 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…
- KAM´s circle and objective safety
- discussions about real traffic situations
249
SCHEDULE
MONTH
ACTIVITIES





Meeting with MC´s representatives from Pomurje region
and confirmation of the agreement to participate in the
project during the current year
project presentation
project implementation (MC´s, groups…)
event at the start of the season at the Španik Centre
participation in biker meetings (6-8 major events)

event at the end of the season at the Španik Centre
FEBRUARY-APRIL
APRIL-SEPTEMBER
OCTOBER
Photo 3: Safe driving lessons at the Španik 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 Oranžna 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 večjo varnost), Uradni list R Slovenije, št.2/2007 z dne 09.01.2007.
Gustinčič, M. (2007). Magisterij vožnje motocikla, založba Mig Team
Zakon o varnosti cestnega prometa (ZVCP-1), Uradni list R Slovenije, številka 83/04 z
dne 29. 7. 2004.
Zakon o voznikih (ZVoz) , uradni list R Slovenije, številka 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 šola Brežice
INFORMATION SYSTEMS
Povzetek:
Z naraščanjem kompleksnosti procesov, ki se odvijajo v okviru oskrbovalnih verig, se
pojavljajo tudi dodatne nevarnosti in tveganja pri udeleženih podjetjih in drugih agentih.
Informacijske tehnologije so sicer omogočile mnoge nove učinkovitejše načine
medorganizacijskega sodelovanja in optimizacijo procesov, vendar slednji niso udejanjeni v
polni meri, predvsem zaradi nezmožnosti preverjanja zanesljivosti podatkov sodelujočih
agentov. Namen članka je tako proučiti možnost odprave enega ključnih elementov te ovire s
pomočjo Benfordovega zakona, kot osnove za razvoj univerzalnega in večnamenskega orodja
za preverjanje, ki bi bilo sestavni del informacijskega sistema.
Ključne besede: Benfordov zakon; odkrivanje goljufij; avtomatizirani informacijski sistemi,
oskrbovalna veriga
1. INTRODUCTION
S čedalje bolj fragmentiranimi in specializiranimi, a tudi učinkovitimi organizacijami, ki
sestavljajo sodobne oskrbovalne verige, postaja koordinacija njihovih aktivnosti vse bolj
zapletena in podvržena raznovrstnim dodatnim vplivom, ki so bili do pred kratkim
ovrednoteni kot obrobni v primerjavi z drugimi povzročitelji proizvodnih in distribucijskih
stroškov. Informacijski sistemi so sicer uspešno razrešili mnoge izzive, ki so se pojavili s
porastom kompleksnosti. V sodobnih oskrbovalnih verigah so informacijski sistemi različnih
organizacij pogosto tesno povezani in soodvisni. Tovrstna integracija je omogočila precejšnje
prihranke stroškov in časa, obenem pa je odpravila možnosti človeških napak in do določene
mere tudi manipuliranja s podatki. Upravljanje in zasnova informacijskih sistemov je tako
težišče svojih naporov premaknila k vzpostavljanju algoritmov za združevanje podatkov in
analizo le-teh, ter k pregledu rezultatov izhodnih informacij. Vse več odločitev v logističnih
procesih je tako odvisnih od kakovosti, točnosti in pravočasnosti informacij, ki jih zagotavljajo
tovrstni sistemi. V teh okoljih je koncept »zaupaj, a preveri«, pri katerem si sodelujoči v
oskrbovalni verigi načeloma zaupajo, a kljub temu izvajajo občasna preverjanja prejetih
vhodnih informacij, čedalje bolj pogosto uporabljan tudi pri nadzoru nad procesi znotraj
podjetja.
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Preverjanje je pomembno v prvi vrsti za namene odkrivanja človeških napak in tudi tistih, ki
so sistemske narave. Odkrite prepozno lahko povzročijo nezanemarljive in nepredvidene
stroške v različnih fazah proizvodnje in transporta. Časovne zamude ravno tako prenašajo
pritisk na zaposlene, kar se lahko odrazi v nadaljnih tveganjih v proizvodnih in logističnih
procesih. V sodobnih, tesno prepletenih aktivnostih oskrbovalnih verig (tako znotraj
organizacij kot med njimi) je tako vse več poudarka na nadzoru podatkov, tudi zaradi
odkrivanja možnih 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 naročnika, z namenom pridobiti
določeno prednost, ki je lahko v več oblikah. Npr. dobavijo lahko blago, ki je slabše kakovosti
od pričakovane, ali pa načrtno manipulirajo s podatki, ki so jih obvezni podajati. Te zlorabe
lahko vodijo do občutnih izgub in oškodovanj v prihodnosti, ter tako bistveno presežejo obete
morebitnih prihrankov posameznih agentov oskrbovalne verige, nenazadnje pa je tudi vzroke
in odgovorne težko identificirati. Druga vrsta manipulacije zajema poskuse prikrivanja s
strani dobaviteljev, ki bi se želeli izogniti penalom ali drugim negativnim posledicam zaradi
nezadovoljive izpolnitve naročil. Tako lahko v sistem vnesejo neresnične vhodne podatke – in
to v različnih delih procesov, ki potekajo v oskrbovalni verigi.
Rezultat tovrstnih goljufivih aktivnostih je lahko posamično neznaten, a lahko akumulira in
povzroči pomembne negativne posledice, ki se odrazijo še posebej v zadnjih fazah
proizvodnega in distribucijskega procesa (Ivens in Prado, 2007). Posledično sodobni
informacijski sistemi, ki podpirajo čedalje večji del načrtovanja, organiziranja, izvajanja in
nadziranja procesov, vse več poudarka namenjajo preverjanju vhodnih informacij. Z
naraščanjem količine vhodnih podatkov pa je tudi vse več potreb po razvoju algoritmov za
prepoznavanje vzorcev v raznih procesih, ki jih je nato moč razlikovati od tistih, ki odstopajo
od pričakovanih in normalnih.
Običajno je bila ta težava razrešena 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 učinkoviti, vendar jih je časovno
zamudno razvijati, prav tako pa so tudi omejeno uporabni pri drugih vrstah podatkov.
Preostali podatki so tako podvrženi le grobim splošnim preverbam, ki so sposobne prepoznati
le najbolj izstopajoče vrednosti in druge podrobne anomalije. Pomanjkanje orodij za
podrobnejše spremljanje podatkov, ter močne iniciative za nadaljnje združevanje
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 nasprotujočih si interesov vpletenih agentov (Vaaland and
Purchase, 2005), ki so vpeti bodisi v logistične, bodisi v proizvodne procese, kjer vsaka stran
skuša maksimizirati svoje koristi. Če izkoriščanje te pozicije prične potekati na račun sprejetih
dogovorov (ki skušajo maksimizirati koristi oskrbovalne verige kot celote) in v korist ene
stranke na račun druge, ki k temu ni dala soglasja, potem je moč ta dejanja opredeliti za
254
goljufiva. Če 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 oportunističnega 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 škodo naročniku. Zajemajo
lahko prikrivanje prave kakovosti blaga, spreminjanje časovnih žigov oz. oznak v
proizvodnem ali transportnem procesu, ali drugih parametrov, na katere lahko vplivajo. To še
posebej velja za točke informacijskega sistema, kjer je vnos podatkov ročen s strani
zaposlenih ene izmed vpletenih organizacij – in ker imajo tudi vedenje o porazdelitvi
vrednosti, je kasnejše odkritje krivcev toliko težje (Hales et al. 2008). Podobno velja tudi za
zbiranje podatkov znotraj podjetja, kjer so lahko zaposleni podvrženi podobnim skušnjavam
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 vnašajo ali lahko do
njih dostopajo zaposleni, lahko podjetja uberejo različne poti – kot je npr. naknadno
preverjanje in dvojne meritve, a ti pristopi so časovno potratni in dragi, obenem pa niso
izvedljivi v mnogih situacijah. Pravzaprav imajo dokaj negativen učinek na konkurenčno
prednost organizacije in celotne oskrbovalne verige, ki tako težje zagotavlja pravočasnost
dostave, ter stroškovno učinkovitost in kakovost svojih izdelkov (Verma and Pullman 1998).
To je razlog, da so za naslovitev teh izzivov potrebne rešitve, ki so učinkovitejše in cenejše za
uvedbo. Ki so torej takšne, ki bodo lahko analizirale širši obseg različnih vhodnih podatkovnih
virov, ter ki bodo uspele samostojno zaznati možne goljufije ali druge vrste manipulacije s
podatki. Ena izmed rešitev, ki jo v članku predlagamo in obravnavamo, temelji na številčni
analizi nadzorovanih podatkov v skladu z Benfordovim zakonom.
3. BENFORDOV ZAKON
Benfordov zakon je utemeljen na pojavu določene porazdelitve števk realnih števil, 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 števke na določenem mestu števila, ki pripada seznamu števil, ki ga je moč pripisati
mnogim podatkom iz realnega življenja, vnaprej znano verjetnost pojavljanja. Kot se izkaže, so
ti deleži pojavljanja inherentni številčnemu sistemu, ki ga uporabljamo – npr. decimalnemu,
vendar je Zakon enako veljaven za katerikoli številčni sistem. Osnovna formulacija
Benfordovega zakona tako pravi, da se v številčnem sistemu z osnovo b, začetna števka d
pojavlja s sledečo verjetnostjo:
P(d) = logb(1 + d-1), kjer je d = 1,..., b - 1
V primeru desetiškega številčnega sistema je tako ta verjetnost enaka:
P(d) = log10(1 + d-1), kjer je d = 1,..., 9
255
Zgoraj omenjena formula je derivat univerzalnejše različice, ki omogoča izračun verjetnosti
pojavljanja določene števke, za katerokoli mesto v številu, ki ustreza prej omenjenemu merilu
(Hazewinkel 1997). Vendar pa so začetne števke v številih ponavadi najbolj uporabljane.
Slednje so torej na prve mestu števila, potem ko ignoriramo vse predhodne ničle (ne glede na
stopnjo), saj nimajo učinka na razmerje verjetnosti pojavljanja.
Na Sliki 1 je razvidna Benfordova porazdelitev prvih števk v desetiškem sistemu:
Slika1: Benfordova porazdelitev
0,35
0,30
0,25
P(d)
0,20
0,15
0,10
0,05
0,00
1
2
3
4
5
6
7
8
9
d
V Tabeli 1 pa so navedene verjetnosti teh prvih števk, v skladu z Benfordovim zakonom, ki
sledi prej omenjeni logaritemski formuli:
Tabela 1: Verjetnost začetnih števk 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 pričakovana razmerja med frekvencami posameznih števk so nato primerjana s
frekvencami, ki so lastna podatkom, ki jih želimo preveriti (in ki smo jih prejeli iz obstoječih
informacijskih sistemov). V kolikor je moč zaznati razlike med frekvencami, obstaja možnost,
256
da smo odkrili napako, ki ima lahko svoj vzrok ravno v namerni manipulaciji s podatki, lahko
pa tudi v napačnih meritvah informacijskega sistema ali drugim dogodkom, ki sistematično
vplivajo na podatke (Hales et al. 2008). Do odkritja Benfordovega zakona so znanstveniki
pripisovali števkam enakomerno in naključno porazdelitev (Brown 2005), z njegovim
odkritjem pa so se odprle nove možnosti prepoznavanja vzorcev, ki so dosti bolj odporne
proti bolj zapletenim ponarejanjem podatkov, ki lahko vključujejo tudi statistično enako
porazdelitev izmerjenih vrednosti, kot je značilna za pravilne serije podatkov.
Najbolj znane uporabe Benfordovega zakona segajo na področje forenzičnega računovodstva,
ki ga uporablja tudi davčni urad ZDA (Nigrini 1996) za odkrivanje neresničnih navedb
podatkov pri davčnih prijavah (Browne 1998). Na ta način pridobljeni dokazi so tudi priznani
kot veljavni in pravno sprejemljivi v sodnih postopkih v ZDA. Uporaba Zakona pa bi bila lahko
razširjena še na mnoga druga področja in gospodarske panoge, kot je npr. logistika, kjer so
prepoznani določeni vidiki (Hales et al. 2009), kjer bi lahko omogočal primerno alternativo
postopkom preverjanja, npr. statistični analizi vzorca (Hales et al. 2008), vendar na tem
področju ni razvitih konkretnih predlogov učinkovite vgradnje spoznanj, ki jih prinaša
Benfordov zakona, v informacijske sisteme, ki nadzirajo procese v logistiki.
Dodati velja, da je Benfordov zakon veljaven v situacijah, kjer nabor številk sledi logaritemsko
enakomerni distribuciji, kar je značilno za vrednosti, ki so lastne mnogim vsakodnevnim
pojavom, kot so npr. gibanja cen delnic, rojstni dnevi, vrednosti izdanih računov,
računovodska poročila, teža atomov v raznih elementih, športni statistični podatki (Leemis et
al. 2000), kakor tudi določenim fizikalnim in matematičnim konstantam (Burke and Kincanon
1991). Po Halesu et al. (2009), so obvezne predpostavke, da Zakon lahko velja, sledeče:
 številke morajo biti naravnega izvora, in ne smejo biti ustvarjene s posegom človeka,
 številke, ki se nanašajo na določen pojav, ne smejo imeti vnaprej določenih omejitev,
točk preloma ali kakšnih drugih umetno vzpostavljenih razponov in
 vrednosti morajo ustrezati porazdelitvi, ki sledi obliki Weibullovih porazdelitev.
Na podlagi omenjenih predpostavk je možno izpeljati še 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 več vrstah verjetnostnih porazdelitev. Glede na to, da je osnovan na
podlagi verjetnostnih razmerij določenih števk, obenem pa je neodvisen od številčnega
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 upoštevajo prej omenjene omejitve, ter tudi takih, ki pripadajo drugačni
frekvenčni porazdelitvi, Zakon kljub temu v večini primerov velja (Hill 1995).
4. PROCESI TRANSPORTA V OSKRBOVALNIH VERIGAH
Številne prednosti, ki jih prinaša specializacija, predvsem v obliki znižanju stroškov, ter
povečanja izrabe sposobnosti z največjo dodano vrednostjo, povzroča, da postaja proizvodnja
blaga vse bolj fragmentirana in geografsko razpršena. Specifična opravila so čedalje bolj
dodeljena najbolj učinkovitim organizacijam (oz. agentom), ki morajo nato medsebojno
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sinhronizirati aktivnosti, da bi zagotovile nemoteno proizvodnjo in zanesljivo dobavo dobrin
kupcem. Medtem ko je še nedolgo tega največ poudarka pri razvoju izboljšav temeljilo na
razmisleku o notranji organiziranosti organizacije, se dandanes to težišče premika k njenim
zunanjim partnerjem (kot so kupci, dobavitelj in drugi), saj so ravno slednji prepoznani kot
ključni dejavnik uspešnosti posamezne organizacije v oskrbovalni verigi.
Soodvisnost je pomembno doprinesla k zapletenosti poslovnih procesov – ne le zaradi
povečanega števila kombinacij in dejavnikov, ki so vezani na posamezno organizacijo, temveč
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 povečanega števila zunanjih transakcij in interakcij, se je splošna zanesljivost
podatkov, ki so predmet izmenjave med sodelujočimi, zmanjšala. Četudi prednosti
sodelovanja v določeni meri odtehtajo slabosti, pa slednje vsekakor zavirajo nadaljnji razvoj
optimizacije procesov v oskrbovalnih verigah.
Sodelovanje med čedalje večjim številom agentov je možno predvsem zaradi bolje razvitih
informacijskih sistemov, ki zagotavljajo bolj natančne podatke, ki se lahko – v idealnih
razmerah – uporabljajo v realnem času – vse to s ciljem zmanjševanja nepotrebnih presežkov
v procesu in optimizacije prave proizvodne kombinacije. Rešitve, ki podpirajo uspešno
integracijo različnih informacijskih sistemov, ponavadi poskušajo čim večje število odločitev
avtomatizirati v okviru vnaprej podanih omejitev glede zanesljivosti in tveganj, ki spremljajo
tovrstne podjeme. Na tej podlagi je moč predpostavljati, da bi odprava znanih omejitev
sprostila dodatni potencial za še tesnejšo integracijo vpletenih organizacij, kar bi jim
omogočilo vzpostavitev vzodov za dodatno rast.
Odločilni dejavnik, ki zadržuje organizacije oskrbovalne verige, da bi svoje informacijske
sisteme medsebojno nadalje asimilirale, je raven nezaupanja, ki obstaja med njimi glede
verodostojnosti in splošni kakovosti podatkov, ki si jih izmenjujejo. Tega seveda ne gre
razumeti v smislu, da se sodelujoči partnerji venomer poskušajo okoristiti na račun drug
drugega, temveč v smislu možnosti, da se to zgodi – tudi v luči entropične narave, ki je lastna
povečani kompleksnosti tovrstnih sistemov. V okviru teh pogojev se lahko pojavi torej
»oportunizem dobaviteljev«, ki resnično vključuje namerno dobavo ponarejenih ali
manipulirani hpodatkov, kar zmanjšuje potencialne stroške in povečuje potencialne koristi za
dobavitelja tovrstnih informacij. Visoko integrirani sistemi so se v tej luči izkazali za zahtevne
za nadzorovanje in preprečevanje tovrstnih nepravilnosti.
Ena možna, delna, vendar pomembna rešitev tega problema, bi lahko bila udejanjena z
vpeljavo Benfordovega zakona. Glede na njegove prej omenjene lastnosti, bi lahko bil slednji
vpeljan kot vmesni člen med virom informacij in kanali za zajem teh vhodnih podatkov v
informacijski sistem., in sicer v obliki algoritmov, ki bi zaznavali in poročali o možnih
ponarejenih podatkih. Zmožnost, da z uporabo Benfordovega zakona odkrivamo še posebej
človeške posege v podatke, bi lahko odpravilo mnoge omejitve med partnerji v oskrbovalnih
verigah, saj bi tovrstno nezaželeno obnašanje bilo veliko lažje odkrito in sankcionirano.
Posledično bi si partnerji bili bolj pripravljeni deliti svoje in uporabljati eksterno pridobljene
podatke za sprejem internih odločitev v poslovanju.
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Poglavitna prednost uvedbe tovrstnih varovalk, neposredno v informacijski sistem je, da bi
bile kompatibilne z širokim naborom podatkov, saj bi bilo nepotrebno prilagajati algoritme
specifikam ali pomenu vhodnih podatkov. V kombinaciji s samo-prilagoditvenimi algoritmi pa
bi lahko sčasoma sistem sam izločil tudi lažne alarme, ki bi bili tako sicer pogostejši le v
začetni 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 možnost, da so preverjani in prepoznani z enakimi merili.
5. ZAKLJUČEK
Glede na to, da je cilj člnaka poiskati načine, ki bi omogočili boljše odkrivanje manipulacij s
podatki v informacijskih sistemih, ki bi bilo obenem čim bolj avtomatsko in enostavno za
implementacijo, je smiselno zasnovati sistem tako, da vsebuje tudi nekaj samo-prilagoditvenih
sposobnosti, ki bi omogočale, 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 sledeče lastnosti:
 biti bi morali neodvisni od konteksta podatkov,
 biti bi morali neodvisni od reda velikosti podatkov in
 imeti bi morali zmožnost samostojne prilagoditve dejanskim podatkom.
Osnovni vir uporabnosti Benfordovega zakona v namene odkrivanja prevar je v tem, da je
možno enostavno meriti verjetnost pojava posameznih števk, ter jih nato primerjati z vnaprej
znanimi porazdelitvami teh števk. Kot že omenjeno, je to logiko možno uporabiti tudi pri
podatkih, ki imajo porazdelitev takšno, 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
vključiti poleg Benfordovih zakonitosti še analizo verjetnosti pojava posamezne števke glede
na druge. Tak algoritem bi se tako lahko prilagodil variacijam teh verjetnosti in nato opozarjal
uporabnike informacijskega sistema na možne napake glede na prednastavljen nivo
občutljivosti.
Na ta način bi taki algoritmi sprožali manj napačnih obvstil o napaki – glede na nastavljeno
občutljivost in tudi glede na velikost vzorca. Optimalna velikost slednjega sicer še vedno ni
opredeljena, saj je v veliki meri odvisna od spremenljivosti vzorca, kakor tudi na konkretno
števko, ki jo preverjamo (Hales et al. 2009).
Glede na izkušnje več avtorjev (Hales et al. 2008) bi lahko tovrstni algoritmi služili predvsem
kot orodje za identifikacijo sumljivih podatkov – in ne kot končen dokaz prevare ali
sistematične napake. Tako bi organizacijam omogočil predvsem usmerjanje omejenih
resursov k preverjanju najbolj sumljivih podatkov, ki bi bili nato lahko podrobneje preverjeni
in analizirani. Zaradi nizkih stroškov implementacije in velike koristnosti za namene
odkrivanja manipulacij, menimo, da prednosti tega analitičnega orodja bistveno presegajo
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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.551–572.
2. Brown, R. J. C. (2005). Benford’s law and the screening of analytical data: the case of
pollutant concentrations in ambient air, The Analyst 130, pp.1280–1285.
3. Browne, M. (1998). Following Benford’s Law or looking out for number 1, New York
Times 147 (5), pp.1239–1243.
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 Benford’s Law for
improving supply chain decision-making: A field 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.583–593.
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.3901–3906.
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.470–482.
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.39–40.
13. Nigrini, M. (1996). A taxpayer compliance application of Benford’s law. Journal of the
American Taxation Association 18 (1), pp.72–91.
14. Nigrini, M., Mittermaier, L. (1997). The use of Benford’s law as an aid in analytical
procedures. Auditing: A Journal of Practice and Theory 16 (2), pp.52–67.
15. Vaaland, T., and Purchase, S. (2005). The ‘‘agent effect’’ on business divorce, Journal of
Business and Industrial Marketing 20 (1), pp.43–53.
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.739–750.
17. Wathne, K. H., and Heide, J.B. (2000). Opportunism in interfirm relationships: forms,
outcomes, and solutions, Journal of Marketing 64 (4), pp.36–51.
260
Ekonomska in trgovska šola Brežice
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 organisation’s 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 Benford’s law as the basis for general-purpose verification tool that would be
intrinsic part of the information system itself.
Keywords: Benford’s 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
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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
2
3
4
5
6
7
8
9
d
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.
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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.
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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
1. Benford, F. (1938). The law of anomalous numbers, Proceedings of the American
Philosophical Society 78, pp.551–572.
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268
Šolski center Celje
Srednja šola za storitvene dejavnosti in logistiko Celje
Veronika Kokot, univ. dipl. inž.
PROMETNA VZGOJA V SREDNJEM STROKOVNEM IZOBRAŽEVALNEM
PROGRAMU LOGISTIČNI TEHNIK
POVZETEK
Razvoj prometa, ki je prinesel nesluten napredek, je spremenil svet, v katerega stopajo tudi
naši mladostniki, ki jih hote ali nehote vzgajamo vsak trenutek, še posebej takrat, ko smo z
njimi v prometu in v šoli. Mladostniki imajo težave z vedenjem, so neprevidni in se hitro
odločijo. Zaradi tega in zaradi manj izkušenj nastopijo posledice tveganih ravnanj. Vse to se
žal odraža 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
našim okoljem in prometom. Ceste in druge prometnice zahtevajo odgovoren odnos in
osveščene udeležence. V prispevku se bom usmerila na srednješolce, vlogo in pomen
izobraževanja s področja prometne vzgoje. Predstavljen je možen model modula Prometna
varnost.
Naš cilj je, da mlade naučimo, da na cilj prispejo varno.
Ključne besede: prometna varnost, mladostniki, izobraževanje, udeleženec v prometu.
1 UVOD
Naša šola – Srednja šola za storitvene dejavnosti in logistiko – deluje v okviru Šolskega centra
Celje in ima že dolgoletno tradicijo, saj bomo leta 2013 praznovali 130 let poklicnega šolstva.
Zaradi kvalitete našega dela, dobre opremljenosti šole in pomembnih izobraževalnih
programov, ki jih izvajamo na naši šoli, smo dobro prepoznavni v Sloveniji in izven naših meja.
V šolskem letu 2011/12 je bilo v 33. oddelkih vpisanih 719 dijakinj in dijakov. Poučevalo jih je
55 učiteljic in učiteljev.
Izvajamo naslednje izobraževalne programe: Preoblikovalec tekstilij, Frizer, Avtokaroserist,
Avtoserviser, Avtoservisni tehnik, Logistični tehnik in Ustvarjalec modnih oblačil. Na šoli se
trudimo, da bi ohranili, razvijali in izobraževali za poklice, ki so potrebni za kvaliteten razvoj
naše regije, domovine Slovenije in sveta. Dijaki torej pridobivajo različna znanja pri pouku,
interesnih dejavnostih in pri praktičnem usposabljanju z delom pri delodajalcih.
Skozi celo šolsko leto skrbimo za promocijo naših poklicev in pripravljamo različne prireditve,
ki so rezultat našega skupnega kreativnega in ustvarjalnega dela. Uspešni smo na državnih
tekmovanjih in srečanjih, pri raziskovalnih nalogah, humanitarni dejavnosti … Aktivno
sodelujemo v projektih MUNUS 2, PISA, ACES, Ekošola kot način življenja, Evropa v šoli,
269
Prometna varnost, Nihče ni odveč, Dobimo se na postaji, Iskre nadarjenosti, Modni navdihi,
Nariši obleko, Polstenje, Zasnova in uvedba sistema ugotavljanja ter zagotavljanja kakovosti v
vzgojno-izobraževalnih organizacijah …
2 IZOBRAŽEVALNI PROGRAM LOGISTIČNI TEHNIK
Izobraževalni program Logistični tehnik nadomešča program Prometni tehnik. V tem času je
prišlo do velikega razvoja prometnih sistemov, predvsem blagovnih in potniških tokov. Na
področju logistike se je oblikovala tudi poklicna vertikala na področju višješolskega (promet,
poštni promet, telekomunikacije), viskošolskega (gospodarska in tehniška logistika,
tehnologija prometa) in univerzitetnega (transportna logistika, tehnologija prometa, logistika
sistemov) izobraževanja. Program Logistični tehnik dopolnjuje ponudbo v poklicni vertikali
na peti zahtevnostni ravni.
Osnova za pripravo izobraževalnega programa Logistični tehnik so bili novi poklicni
standardi, ki so nastali z oblikovanjem kvalifikacijske strukture za področje cestnega prometa
in skladiščenja (prometnik/prometnica v cestnem prometu, špediter/špediterka,
skladiščnik/skladiščnica v logistiki, upravljavec/upravljavka dvigal). Pri oblikovanju
programa Logistični tehnik so bile ohranjene tiste vsebine (kometence) programa Prometni
tehnik, ki so še vedno aktualne, dodane pa so bile nove vsebine, ki so v skladu z zahtevami
poklicnih standardov.
Strokovni del je modularno oblikovan in omogoča dijakom (oziroma šoli) izbirnost znotraj
programa. Strokovni moduli so kompetentno zasnovani v skladu z Izhodišči za pripravo
izobraževalnih programov srednjega strokovnega izobraževanja. Dodana so predvsem znanja,
ki omogočajo razumevanje sodobnih logističnih procesov v domači in mednarodni blagovni
menjavi in prometnih sistemih. Dijaki se seznanijo z novimi informacijsko-komunikacijskimi
tehnologijami in tehnologijami dela v prodajno-logističnih centrih, na terminalih, v
pristaniščih, lukah.
V izbirnem delu sta dodana strokovna modula Sredstva mehanizacije in Avtomatizacija in
robotizacija, ki omogočata pridobitev kvalifikacije upravljavec/upravljavka dvigal. Pri
definiranju potrebnih znanj za izvajalce strokovnih modulov smo upoštevali načela, da so
pogoji čim bolj široko definirani in da jih ne ožimo glede na predhodni program Prometni
tehnik. Pogoje smo razširili predvsem na kadre s področja logistike (transportna logistika,
tehnologija prometa, logistika sistemov).
Nastala celotna struktura programa Logistični tehnik je svetovno primerljiva, aktualna,
ustrezna in transparentna. Celovitost programa nudi dijakinjam in dijakom mobilnost,
fleksibilnost ter vzpodbudo za samostojno učenje, in sicer kot izziv za inovativnost in
strateško prednost na globalnem trgu. Dijakinje in dijake program Logistični tehnik usmeri v
razvoj umirjene in dinamične osebnosti, zmožne zagotavljanja varnega, okolju prijaznega,
defenzivnega, hitrega in gospodarnega pretoka oseb, potnikov in blaga v lokalnem in
globalnem prostoru. (Izobraževalni program 2007)
270
2.1 MLADOSTNIK V CESTNEM PROMETU
V obdobju mladostništva se pojavijo nove razvojne naloge: oblikovati žensko/moško spolno
vlogo, ustvariti drugačne in zrelejše odnose z vrstniki, oblikovati lastno hierarhijo vrednot in
etičnih načel, pripraviti se na poklic (šolanje) in odgovorno vlogo v družbi, doseči čustveno
neodvisnost od staršev in se pripraviti na partnersko življenje. V tem obdobju se izrazito
poveča čustvenost, predvsem zaradi velikih sprememb v hormonalnih tokovih v telesu, ter
zaradi vse intenzivnejšega osamosvajanja posameznika. Intenzivnejše čustvovanje pomeni
večjo občutljivost, pestrost in barvitost čustev. Bolj je izražena čustvena labilnost (mladostnik
hitro menjuje razpoloženja) ter čustvena ambivalentnost (mladostnik lahko npr. isto osebo
hkrati sovraži in jo ima rad). Pogosto čustvo v obdobju mladostništva je anksioznost
(neopredeljen strah, zaskrbljenost zaradi različnih dejavnikov – šola, ugled med vrstniki,
identiteta, nove razvojne naloge, pritisk staršev in učiteljev 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 šolah o enem od segmentov vplivnih dejavnikov na mlade; to je o težnji po uživanju
alkoholnih pijač. Rezultati so pokazali, da si večina dijakov naroči alkoholno pijačo že v
osnovni šoli, pretežno zaradi radovednosti oziroma zabave. Za primer poglejmo delež dijakov
o pitju alkoholnih pijač.
Graf 1. Odstotek dijakov glede na namen pitja alkoholnih pijač.
Glavni namen za pitje alkoholnih pijač?
ne pijem
1%
4%
3%
dober okus
14%
tudi drugi jih pijejo
dobra volja
brez vzroka
21%
zabave, rojstni dnevi
24%
žeja
sprostitev
zmanjša žalost in skrbi
26%
4%
večja samozavest
ni odgovora
Iz grafa je razvidno, da večina dijakov posega po alkoholu zaradi težnje po dobri volji, dobrega
okusa le-teh ter brez vzroka. Iz raziskave je še razvidno, da si dijaki največkrat naročajo
alkoholno pijačo v gostilni skupaj s svojimi prijatelji. Najpogosteje si naročajo pivo, popularne
alkoholne pijače ter žgane pijače. 16% dijakov je pijanih vsaj enkrat tedensko. Prav toliko
odstotkov jih je že pijanih sedlo na motor oziroma v avto. Skoraj polovica (46 %) dijakov se je
že peljalo s pijanim voznikom. Večina (90 %) jih ne pozna kampanje za preprečevanje
uživanja alkohola. Med najpogostejšimi zdravstvenimi posledicami pretiranega uživanja
alkohola so dijaki navedli slabost, upočasnjene reflekse ter prometne nesreče. Večina se jih
271
zaveda, da pod vplivom alkohola lahko dobijo kazen policije, da se jim lahko zgodi nesreča ter
da s tem ogrožajo druge.
Kaj nam prikazani podatki povedo? Preprečevanje, osveščanje, informiranje so metode
preprečevanja negativnih situacij za udeležence v prometu, s katerimi je seveda potrebno
nadaljevati.
2.2 PREPREČEVANJE, OSVEŠČANJE IN INFORMIRANJE
Če nadaljujemo s prikazanim primerom o alkoholu v prometu, je proces preprečevanja
mladostnikov, da bi pijani sedli za volan, večplasten. V procesu je potrebno sodelovanje:
mladostniki, starši, prijatelji, šola, mediji, zdravstvo ter policija. Starši so lahko svojemu
mladostniku dober vzgled, lahko mu pomagajo z nasveti, nudenjem prevoza in s številnimi
pogovori o posledicah pitja alkohola. Šola lahko preventivno pomaga z različnimi delavnicami
in pogovori z dijaki, prav tako se lahko organizirajo skupni roditeljski sestanki, kjer bi se
skupaj s starši razpravljalo o možnih ukrepih, ki bi njihovim mladostnikom pomagali, da bi se
uprli vožnji pod vplivom alkohola in zmanjšali količine zaužitega alkohola. Pomembna je
pravočasna detekcija in sprotno spremljanje uživanja alkohola in vpletenosti mladostnikov v
prometu.
Prikazani rezultati raziskave se nanašajo le na vpliv zaužitega alkohola na varnost v cestnem
prometu. Varnost cestnega prometa je, kot smo že navedli, večplastna. Prepričani smo, in
teorija to potrjuje, da je potreben sistemski pristop za osveščanje vseh udeležencev cestnega
prometa. Med drugim to izhaja tudi po Resoluciji o nacionalnem programu varnosti cestnega
prometa (ReNPVCP, UL RS št. 2/07), kateri je obdobni mandat že potekel. V točki 4 je
navedeno: »Osnovno izhodišče za postavitev smotrov in cilja narekujejo dejstva in
pričakovanja slovenske družbe, da se v naslednjih petih letih izboljša varnost in zagotovi
sledljivost evropskim ciljem. Smotri nacionalnega programa so:
– dvig prometno-varnostne kulture na primerljivo raven z državami, ki imajo razvito
varnostno kulturo;
– z medsebojnim povezovanjem državne ravni s samoupravnimi lokalnimi skupnostmi in
civilno družbo kar najbolj povečati obstoječe vire;
– izboljšati uporabnost in varnost cestnega okolja, vse od načrtovanja, izvedbe, vzdrževanja in
nadzora;
– z vzgojo, izobraževanjem ter s preventivnimi in represivnimi ukrepi spremeniti slabe načine
vedenja v prometu.«
V točki 6.1 je navedeno: »Dolgoročno so prometna vzgoja, preventivni programi v šolah in
vrtcih ter preventivne akcije temelj varnejšega ravnanja in ustreznih navad udeležencev v
cestnem prometu. Z njimi se namreč oblikujejo pozitivna stališča 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 šolah in vrtcih,
vzgoja
- organiziranje preventivnih akcij,
- vključitev prometne vzgoje v kurikularne izobraževalne vsebine na
osnovnih in srednjih šolah,
- oblikovanje pozitivnih stališč do prometne varnosti,
- vključevanje pozitivnih izkušenj različnih partnerjev in civilnih gibanj
oziroma združenj (fundacije, AMZS, Zveza ZŠAM, policija, SPV, zavarovalna
podjetja idr.) v različne programe,
- izvajanje programa vadbe varne vožnje.
Zakon o voznikih (UL RS št. 109/10) v 1. odstavku 5. člena navaja: »Vsebine prometne vzgoje
za varno udeležbo v cestnem prometu izvaja civilna družba in organizacije, ki se ukvarjajo s
preventivnimi dejavnostmi za področje varnosti cestnega prometa zlasti v sodelovanju z
javnimi vzgojno-izobraževalnimi zavodi.«
Torej pravna določila so napisana. Ali se postavljene vsebine oziroma cilji tudi uresničujejo?
2.3 ODPRTI KURIKUL – PROMETNA VARNOST
Srednješolski sistem v Republiki Sloveniji zajema različne izobraževalne programe. V zadnjem
obdobju je bila večina srednješolskih izobraževalnih programov prenovljenih. Programi
obsegajo standard splošnih znanj v okviru splošnoizobraževalnih predmetov, kot so
slovenščina, tuji jezik, matematika, umetnost, fizika, kemija, biologija, geografija, zgodovina
ter psihologija ali sociologija ter športna vzgoja. Programi omogočajo izbiro in s tem
usmerjanje dijakov v različne poklice, saj izobraževalni programi vključujejo obvezne
strokovne module ter obvezne izbirne module, pri čemer dijak izbere enega ali več izbirnih
modulov, kar določa konkretni izobraževalni program. Prosto izbirne module v okviru
odprtega kurikula pripravi vsaka šola skladno s svojo avtonomijo. V strokovnih modulih so
opredeljene specifične poklicne in generične kompetence, v njih se prepleta strokovna teorija
in praktični pouk. Pomembna sestavina kurikulov je praktično usposabljanje z delom, ki v
programih srednjega strokovnega izobraževanja obsega od 4 do 10 tednov.
Z odprtim kurikulum se je šolam omogočila določena fleksibilnost izvajanja programa. Šole
lahko na ravni štiriletnega programa prilagodijo 578 izobraževalnih ur potrebam lokalnega
okolja, kjer se programi izvajajo. To pomeni, da se v izobraževalni proces vnesejo vsebine, ki
so značilne za okolje in ki so v povezavi s cilji programa. V RS se izvaja tudi srednješolski
izobraževalni program Logistični tehnik. Na Šolskem centru Celje, Srednji šoli za storitvene
dejavnosti in logistiko (SŠSDL), so glede na to, da je navedeni izobraževalni program
strokovno prometni oz. logistični program – in je namenjen za mladino, sprejeli odločitev, da
273
se v drugi letnik vnesejo vsebine prometne varnosti. Tako so v redni izobraževalni program –
v odprti kurikul, vnesli obvezni modul Prometna varnost (avtor in nosilec modula je Roman
Krajnc). Vsebine so prilagojene glede na aktualne razmere v družbi oziroma okolju (tabela 2).
Po nam znanih podatkih se podobne vsebine izvajajo tudi na Prometni šoli Maribor in
Ekonomski šoli Murska Sobota, na oddelku za logistiko, vendar v drugačni izvedbeni obliki.
Tabela 2: Modul Prometna varnost
VSEBINSKI
SKLOP
OPERATIVNI
CILJI
Pravni viri s
področja
varnosti v
cestnem
prometu.
Faktorji VCP.
Dijaki
1-5
pojasnijo
pravne vire, ki
obravnavajo
vodenje
prometnih
tokov.
URE
VSEBINE
UČNE
STRATEGIJE
ZVCP, ReNPVCP,
Teoretične
osnove se
podajajo v
frontalni
obliki. Dijaki
si učno snov
sproti
zapisujejo v
zvezek.
Faktorji varnosti
CP.
Definirajo in
razložijo
faktorje VCP.
Človek kot
dejavnik
VCP.
Ukrepi za
zagotavljanj
e ugodne
stopnje VCP.
Opišejo
značajne
lastnosti
človeka.
6 - 10
Potrebe in
motivacija pri
človeku.
11 20
Dejavniki
obnašanja,
osebnost, vpliv
negativnega
stanja organizma;
vpliv alkohola in
drugih substanc
na varno udeležbo
v cestnem
prometu.
Določijo in
opišejo
potrebne
ukrepe za
uresničevanje
preventive za
VCP.
21 34
Dijaki analizirajo
Projektno
obstoječe projekte delo v
za VCP.
skupinah.
Dijaki izdelajo
pisni izdelek –
projekt na izbrano
temo. Teme se
274
Teoretične
osnove se
podajajo v
frontalni
obliki. Dijaki
si učno snov
sproti
zapisujejo v
zvezek.
MINIMAL
NI
STANDAR
D
Dijaki
poznajo
vrsto
pravnih
virov.
Znajo
našteti
faktorje
VCP.
Znajo
opredeliti
osnovni
značaj
človeka.
Dijaki
znajo
izdelati
osnovni
koncept
projekta
na temo
nanašajo na
elemente cestnega
prometa povezane
z VCP.
preventiv
a za VCP.
Modul se izvaja že četrto šolsko leto. Ker je modul obvezen, dijaki pridobivajo ocene, ob koncu
šolskega leta pa imajo v spričevalu vpisan modul s končno oceno. Vsebina modula je
zastavljena tako, da se velik del izobraževalnega procesa izvaja timsko. Glede na trenutne
aktualne razmere v družbi se lahko izvedbeni (fini kurikul) tudi prilagodi. Ocenjujemo, da je
izvajanje vzgojno-učnih vsebin na temo varnost v cestnem prometu delček k oblikovanju
osebnosti mladostnikov v naši družbi. Predlagamo, da se postavljeni model razširi na vse
srednješolske inštitucije. Potrebno je poudariti, da je gre za nov – inovativni in kreativni –
pristop k poučevanju prometne varnosti, zato je možna še kakšna sprememba kurikula s
ciljem, da se vsebina čim bolj prilagodi ciljni populaciji.
3 ZAKLJUČEK
V zaključku ReNPVCP je navedeno: »Vzpostavitev učinkovitega prometno-varnostnega
sistema na slovenskih cestah je mogoča le ob analizi in odpravi ključnih družbenih problemov,
od katerih je odvisna varnost. Različne vloge posameznika kot udeleženca v cestnem prometu
in vpliv celotne družbe nam narekujejo iskanje najprimernejših sinergijskih ukrepov različnih
institucij in panog v izredno prepletenem in interdisciplinarnem sistemu.«
Zavedamo se, da lahko naša šola v okviru modula Prometna varnost mnogo doprinese k vzgoji
mladostnikov na področju prometne kulture.
Skupaj z različnimi inštitucijami se še bomo naprej trudili, da bi pri mladostnikih spremenili
prepričanje o alkoholu in odnos do te substance. Tudi v okviru projekta Nihče ni odveč naše
mladostnike opozarjamo na nevarnosti vožnje pod vplivom alkohola. Mladostnike želimo
osvestiti o učinkih, ki jih ima alkohol na človeško telo, in o nevarnostih, ki jih prinaša
zasvojenost z alkoholom, ter jim na drugi strani predstaviti prednosti nepitja alkohola. Veliko
mladih umre v prometnih nesrečah, ki se zgodijo zaradi alkoholiziranih voznikov.
Upajmo na nove možnosti razvoja izobraževanja prometne varnosti za srednješolce.
Vir:
1. Krajnc R., Maček, N., 2009: Alkohol in vedenje v prometu mladostnikov. Celje: Zbornik
referatov. Strokovni posvet Alkohol res ubija.
2. Kurikul modul Prometna varnost. ŠCC: Srednja šola za storitvene dejavnosti in logistiko.
3. Resolucija o nacionalnem programu varnosti cestnega prometa za obdobje 2007–2011.
UL RS, št. 2/2007.
4. www.cpi.si/kurikul/podlage-za-pripravo-izobrazevalnih/znacilnosti-izobrazevalnihprogramov.aspx.
5. Zakon o voznikih Ul. RS, št. 109/2010.
275
Šolski center Celje
Srednja šola za storitvene dejavnosti in logistiko Celje
Kokot Veronika, univ. dipl. inž.
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 pijač?
ne pijem
1%
4%
3%
dober okus
14%
tudi drugi jih pijejo
dobra volja
brez vzroka
21%
zabave, rojstni dnevi
24%
žeja
sprostitev
zmanjša žalost in skrbi
26%
4%
večja 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 road’s 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 (SŠSDL). 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., Maček, N., 2009: Alkohol in vedenje v prometu mladostnikov. Celje: Zbornik
referatov. Strokovni posvet Alkohol res ubija.
2. Kurikul modul Prometna varnost. ŠCC: Srednja šola za storitvene dejavnosti in logistiko.
3. Resolucija o nacionalnem programu varnosti cestnega prometa za obdobje 2007–2011.
UL RS, št. 2/2007.
4. www.cpi.si/kurikul/podlage-za-pripravo-izobrazevalnih/znacilnosti-izobrazevalnihprogramov.aspx.
5. 5. Zakon o voznikih Ul. RS, št. 109/2010.
282
S.O.U “Riste Risteski – Ričko” – Prilep
Dipl.soob.inž.Prof. Violeta Sekuloska
KAKO DO POGOLEMA BEZBEDNOST VO SOOBRAЌAJOT
APSTRAKT
Soobraќajot e naše sekojdnevie. Ne može da se zamisli ni eden segment od životot na
lugeto bez postoenje na soobraќajot. Kolku istitot ќе može da se stavi vo služba na čoveštvoto,
zavisi od samoto čoveštvo. Ironijata da bide pogolema čovekot često i svesno ja namaluva
bezbednosta vo soobraќajot. Vo toj slučaj,soobraќajot, od nužna potreba ќe stane nužno zlo.
Kako togaš da gi usoglasime ovie dve sprotivnosti?
Postojat iljada načini za da se dobie eden ist rezultat. Potreben e samo soodveten
pristap i prifatenost od site involvirani strani vo soobraќajniot sistem. Nikogaš ne e dosta da
se zboruva za bezbeden soobraќaj. Nikogaš ne e mnogu da se vložuva vo podobruvanje na
bezbednosta vo soobraќajot. I samo eden čovečki život da može da se spasi od primena na
nekakva aktivnost, ne smeeme da ja zanemarime kolku i taa aktivnost da e obemna ili skapa.
Zatoa što i toj makar samo eden čovečki život koj bi bil spasen od taa aktivnost, košta mnogu
poveќe odkolku site sredstva i trud što bi bile vloženi za taa postapka. Zatoa da dademe se od
sebe site nie koi možeme, za da go podobrime denešnoto brzo tempo na živeenje koe so
novite soobraќajni tehnologii e ušte pobrzo i poopasno.
Klučni zborovi: Soobraќaj, bezbednost, soobraќajni nezgodi.
1.VOVED
Kako do pogolema bezbednost vo soobraќajot?
Prašanje so poveќe odgovori. Sekoj odgovor-predmet na analiza.
Analizirajќi gi tie odgovori, se dobivaat soodvetni rešenija za konkretni soobraќajni
problemi. Sekoj rešen soobraќaen problem-stepen povisoko na skalata-bezbeden soobraќaj.
So donesuvanje na Nacionalnata Strategija na Republika Makedonija za unapreduvanje na
bezbednosta vo soobraќajot, započna prviot multisektorski pristap kon namaluvanje na
brojot na soobraќajni nezgodi i posledicite od niv. Ova pretstavuva solidna osnova za
aktivnosti koi treba da bidat prevzemeni od strana na državnite organi i ostanatite institucii,
no i golem predizvik i seriozna zadača. Glavna zadača na ovaa strategija e prepolovuvanje na
brojot na žrtvi vo soobraќajot, i najvažno, eliminiranje na brojot na deca – žrtvi vo
soobraќajot. Nie , kako del od taa strategija, sme dolžni da gi aktivirame site naši kapaciteti i
potencijali za postignuvanje na taa cel.
283
2. GLAVEN DEL
Sekoj učesnik vo soobraќajot si go postavil prašanjeto kako do pogolema bezbednost
vo soobraќajot i sekoj dal barem po eden odgovor. Site tie odgovori do kolku bi bile
sprovedeni vo delo, ќe ovozmožat zgolemuvanje na bezbednosta vo soobraќajot. Site tie
odgovori imaat doza na vistina i zaslužuvaat vnimanie i podetalno razgleduvanje. Za da gi
dobieme tie odgovori, se sprovela edna anketa na del od učesnicite vo soobraќajot. Eve nekoi
od tie odgovori:
1. Pravilno počituvanje na pravilata i propisite vo soobraќajot – 30% od
anketiranite
2. Podobruvanje na soobraќajnata infrastruktura – 15% od anketiranite
3. Podobra soobraќajna signalizacija – 12% od anketiranite
4. Zgolemuvanje na javnata svest – 13% od anketiranite
5. Zgolemena kontrola od strana na sektorot za soobraќaj – 5% od anketiranite
6. Tolerancija meğu učesnicite vo soobraќajot – 5% od anketiranite
7. Podobra edukacija na decata i mladite – 20% od anketiranite
Pravilno počituvanje na
pravilata i propisite vo
soobraќajot
Podobruvanje na
soobraќajnata infrastruktura
20%
30%
5%
Zgolemuvanje na javnata
svest
5%
13%
Podobra soobraќajna
signalizacija
12%
15%
Zgolemena kontrola od
strana na sektorot za
soobraќaj
T olerancija meğu učesnicite
vo soobraќajot
Podobra edukacija na decata
i mladite
Edno prašanje so poveќе točni odgovori. Seto ova ne doveduva do zaklučok deka
postojat poveќe rešenija koi vodat do edna ista cel. So analiza na sekoj od ovie odgovori ќe se
ovozmoži dobivanje na detali koi možat da bidat sostavni delovi na mozaikot narečen
BEZBEDEN SOOBRAЌAJ.
2.1 Pravilno počituvanje na pravilata i propisite vo soobraќajot
Site pravila i propisi se donesuvaat za da se počituvaat. So toa počituvanje pak se
ovozmožuva primena na soobraќajot vo uloga na čoveštvoto i opravduvanje na negovoto
postoenje. No dokolku navlezeme podetalno vo ovoj problem, ќe voočime deka postojat
’’momenti’’ koga najmogu se prekršuvaat tie pravila i propisi. Do kolku gi otkrieme tie
momenti, ќe možeme i da gi eliminirame. Fakt e deka pravilata i propisite najčesto se
prekršuvaat neposredno posle nivnoto donesuvanje, t.e. pri sekoe revidiranje na Zakonot za
bezbednost vo soobraќajot. Vo tie ‘’momenti’’ se prekršuvaat novodonesenite pravila, a i onie
stari pravila koi se tesno povrzani so novite, najčesto zaradi nedovolna informiranost za
284
novinite od strana na učesnicite vo soobraќajot, no i zaradi potreba od adaptiranje kon
promenite.
2.2 Podobruvanje na soobraќajnata infrastruktura
Bez soodvetna soobraќajna infrastruktura, ne može da stane zbor za bezbeden
soobraќaj. Izgradba na novi i rekonstrukcijata na starite patni soobraќajnici, e plan na sekoe
opštestvo. No dokolku zemjata ne e ekonomski moќna za preiodična rekonstrukcija na
patištata istata e primorana da go obavuva celokupniot soobraќaj na veќе postoečkata
soobraќajna infrastruktura, a so toa i bezbednosta vo soobraќajot ne ќe može da bide na
zadovolitelno nivo.
Slika 1. Kolovozna konstrukcija
2.3 Podobruvanje na soobraќajnata signalizacija
Povremeno održuvanje na soobraќajnicite, ne znači samo nivno tehničko održuvanje,
tuku znači i povremeno obnovuvanje na soobraќajnata signalizacija bez razlika dali stanuva
zbor za horizontalna ili vertikalna soobraќајnata signalizacija. So soodvetno održuvanje ќe se
ovozmoži eliminiranje na taka narečenite KONFLIKTNI TOČKI, koi se pojavuvaat za vreme na
nesoodvetni, necelosni ili voopšto neregulirani delnici so soodvetna soobraќajna signalizacija.
Slika 2. soobraќajna signalizacija
285
2.4 Zgolemuvanje na javnata svest
“Podobro e da se spreči otkolku da se leči“. So zgolemuvanje na javnata svest kaj
učesnicite vo soobraќajot ќе se sprečat brojnite prekršuvanja vo soobraќajot a so toa i
namaluvanje na brojot na soobraќajni nezgodi. Edukacijata ne prestanuva so polaganjeto na
vozačkiot ispit. Faktot deka postojat promeni vo Zakonot za bezbednost vo soobraќajot, kako I
faktot deka site učesnici vo soobraќajot ne se i vozači, pa da gi poznavaat pravilata, ne tera na
razmisluvanje, deka e potrebno da se posveti pogolemo vnimanie pri edukacijata na
učesnicite vo soobraќajot, za da tie možat da se zaštitat sebesi , a i drugite okolu niv.
2.5.Zgolemena kontrola na patištata
Zgolemenata kontrola na patištata, od strana na sektorot za vnatrešni raboti, ne znači
zgolemivanje na kaznite. Iskustvoto so visoki kazni nikade ne dalo soodvetni rezultati, zatoa
što vozačite, često, za da ja izbegnat kaznata, t.e. soobraќajnata kontrola, pravat eden po drug
nekolku prekršoci. Zaradi taa pričina, no i zaradi podobrena kontrola na patištata, Republika
Makedonija, prevzema niza na postapki meģu koi e posočuvanjeto 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
postojano“budno oko“, koe ќe ve sledi postijano, mu vleva na vozačite doza na
stravopočituvanje, a so toa gi tera da bidat i povnimatelni.
Slika 3. radarska kontrola
Slika 4. Bezbednosni kameri
2.6 Tolerancija meġu učesnicite vo soobraќajot
Humanite odnosi, moralot i etikata pomeġu učesnicite vo soobraќajot, se trite bitni
komponenti koi gradat konstruktivni ličnosti koi vo soobraќajot se odnesuvaat korektno, a so
toa odnesuvanje direktno učestvuvaat vo podobruvanje na bezbednosta vo soobraќajot.
Destruktivnite učesnici moraat da se otstranat od soobraќajot, bidejќi pretstavuvaat direktni
pričiniteli za namaluvanje na bezbednosta vo soobraќajot.
286
Slika 5. Destruktiven vozač
Slika 6. Konstruktiven vozač
2.7 Podobra edukacija na decata i mladite
Vo sklop na Nacionalnata Strategija, a vo sorabotka so Republičkiot Sovet za
Bezbednost na Patištata, beše sprovedeno edukativno – preventivna akcija vo site sredni
učilišta 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
možat da vrodat so plod. Potrebno e postojano educijanje na site deca i mladi zatoa što toa e
dvižečka populacija koja e dinamička i sekoja nova godina e nova generacija koja bara
soodvetna edukacija.
3. SOOBRAЌAJNI NEZGODI
Namalenata bezbednost znači zgolemen broj na soobraќajni nezgodi. Dobra
soobraќajna nezgoda e onaa koja ne se slučila. Site soobraќajni nezgodi koi se slučile, se
slučile zaradi nekakvi pričini. Dokolku se napravi analiza na soobraќajnite nezgodi, ќe može
da se izvrši i tretiranje na istite. Identifikacijata na pričinitelite za soobraќajnite nezgodi, ќe
znači iznaoġanje na rešenija za odredeni nesoodvetni postapki. Nacionalnata Strategija, koja
poslednava godina ja sproveduva Republika Makedonija, znači točno toa – detektiranje na
pričinitelite za soobraќajnite nezgodi i iznaoġanje na soodvetni rešenija. Edukacijata na
učesnicite isto taka e del od Nacionalnata Strategija za bezbednost vo soobraќajot.
Statističkite podatoci ukažuvaat na namaluvanje na brojot na soobraќajni nezgodi vo
poslednive dve godini od koga postoi i Nacionalnata Srategija za podobra bezbednost vo
soobraќajot. Toa e motiv poveќe da se prodolži kon taa zacrtana programa. Uvidot na
napravenite soobraќajni nezgodi vo poslednive 5 godini može da bide od različni aspekti so
što se dobivaat različni i dragoceni podatoci koi ni gi davaat ekstremnite otstapuvanja na
dijagramot na soobraќajnite nezgodi. Brojot na soobraќajnite nezgodi vo Republika
Makedonija vo poslednite 5 godini e daden vo slednata tabela.
287
Tabela br. 1
Soobraќajni
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 pričinitelite, koi gi predizvikuvaat soobraќajnite 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
Nepočituvanje
na prvenstvo
653
757
746
745
742
3643
Upravuvanje
pod alkohol
140
133
155
132
130
690
Nedrženje
strana
342
424
467
492
482
2206
Nepropisno
dviženje
468
539
580
511
521
4825
Nepropisno
preteknuvanje
219
231
206
201
205
1062
Drugi pričini
784
859
961
923
1021
4548
288
Sledna analiza koja e napravena, a e isto tolku značajna kako i predhodnite, e analiza na
nastradanite vo soobraќajnite nezgodi, po vozrasni grupi. So toa se ovozmožuva
identificiranje na poodelni grupi kade najprvo treba da se reagira vo prevzemanjeto na
čekorite pri sporeduvanje na planot na Nacionalnata Strategija za bezbednost vo soobraќajot.
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
Х
2007 2008 2009 2010 2011
0-13
7
7
4
6
5
Х
536
612
596
617
601
1417
15
6
5
4
6
Х
477
410
411
366
370
1824
25
19
28
22
24
Х
1527
1692
1566
1318
1280
2565
126
130
123
130
128
Х
3593
4010
4158
4074
3986
Vkup.
173
162
160
162
163
Х
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 soobraќajna nezgoda, može da ima
poveќe nastradani lica, pa zatoa brojot na nastradani vo odnos na brojot na soobraќajni
nezgodi e daleku pogolem.
Nesomneno, od ovie dadeni podatoci, lider vo pričinitelite za soobraќajni nezgodi, e
brzoto vozenje. Toa znači deka toj e eden od problemite koj prv treba da se reši. Predhodno
dadenite odgovori možat da go rešat ovoj problem, odnosno 24h kontrola vo soobraќajot,
počituvanje na zakonskite propisi, kako i zgolemuvanje na javnata svest, ќe bidat rešenija za
ovoj nesomneno najgolem problem. Dokolku gi analizirame pričinitelite ќe voočime deka site
se rešavaat so nekoi od predhodno dadenite odgovori.
Pričinitelite se detektirani, no gi imame i rešenijata, zatoa što 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 rešenijata za toa na koja vozrasna grupa na učesnici vo soobraќajot e
potrebna dopolnitelna edukacija i kontrola.
290
ZAKLUČOK
Dokolku se napravi paralela od ovie predhodni spomnati, a sprotistaveni strani
odnosno analizata na odgovorite i analizata na nezgodite ќe voočime deka istite se vo cvrsta
korelacija. Taa korelacija e naša postavena cel. Postavenata cel e visoka, no ušte povisoka e
cenata koja bi se platila dokolku ne se angažiraat site sili i kapaciteti za da se postigne taa cel.
Od početokot na implementacijata na ovaa strategija, brojot na žrtvi pokažuva tendencija na
opağanje. Ovoj podatok treba da predstavuva podtik za site nas, da prodolžime zasileno da
dejstvuvame pri ostvaruvanje na zacrtanite celi:




Podobrena infrastruktura
Podobrena soobraќajna 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 soobraќajnite nezgodi ќe se namali, a ќе se namalat i zagubenite čovečki životi.
Koristena literatura:
www.google.com
www.rsbsp.org.mk
www.time.mk
291
S.O.U “Riste Risteski – Ričko” – 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 people’s 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 let’s give our best to
improve today’s 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 don’t 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 doesn’t 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 it’s 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
2011год
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
2011год
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
Х
2007 2008 2009 2010 2011
0-13
7
7
4
6
5
Х
536
612
596
617
601
1417
15
6
5
4
6
Х
477
410
411
366
370
1824
25
19
28
22
24
Х
1527
1692
1566
1318
1280
2565
126
130
123
130
128
Х
3593
4010
4158
4074
3986
Total
173
162
160
162
163
Х
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 don’t 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 Perotić, dipl. ing. prometa
KAKO OSTVARITI SREDSTVA PREDPRISTUPNE POMOĆI IZ PROGRAMA IPA?
Imati ideju, motiv i volju za raspisivanje aplikacije, poštivati rokove prijave i čekati
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: ŠKOLA ZA CESTOVNI PROMET ZAGREB/ ROAD TRAFFIC SCHOOL ZAGREB
Title of the action: Eko vožnja je zakon! / ECO-DRIVING RULES!
Cities: Zagreb, Varaždin, Čakovec, Beli Manastir
Total duration of the action: 12 months
Estimated results : 185.000,00 €
Ključne riječi: IPA-PROJEKT, bespovratna sredstva, ciljevi projekta, eko vožnja, 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.
302
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 važećim zakonskim odredbama Škola za cestovni promet iz Zagreba je nakon
dogovorenog partnerstva sa školama iz Varaždina, Čakovca i Belog Manastira pokretnula
projekt pod nazivom: "Eko vožnja je zakon!". Zatvaranjem poglavlja 14. predpristupnih
pregovora Hrvatske s EU, došlo je do niz zakonskih promjena i usklađenja s direktivama EU i
preporukama EU. Slijedom navedenoga, evidentno je da u našim strukovnim (cestovni
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promet) kurikulumima treba doći do modernizacije i osuvremenjivanja, u skladu sa stvarnim
potrebama našega, odnosno europskog gospodarstva.
Za ostvarenje općeg cilja projekta nužan je doprinos uvođenju suvremenih i inovativnih
sadržaja u nastavu u skladu s potrebama na tržištu rada, odnosno u gospodarstvu.
Nadalje, za ostvarenje specifičanog cilja projekta potrebno je stručno usavršavanje
nastavnika praktične nastave i predavače prometne skupine predmeta te razvijanju njihovih
vještina u rukovanju nastavnim pomagalima koja doprinose širenju svijesti o važnosti zaštite
okoliša i pravilnoj primjeni odgovarajućeg načina vožnje.
U sklopu aktivnosti za realizaciju projekta nastavnicima će biti omogućena edukacija za
eko-vožnju, provedba treninga s područja eko-vožnje i sigurne vožnje, studijska posjeta
centrima sigurne i eko-vožnje u zemljama Europske unije.
Isto tako, podići će se kompetencije učenika kroz uvođenje izvannastavnih aktivnosti (ekovožnja), natjecanje učenika i posjete sajmovima tehnoloških dostignuća kod vozila.
Jedna od bitnih aktivnosti provođenja projekta je i promocija eko-vožnje upućena široj
javnosti putem tiskanih i elektronskih medija. Da bismo uspješno proveli navedene aktivnosti,
potrebno je ispuniti slijedeće preduvjete: nabaviti i ugraditi opremu za kontrolu načina
vožnje, provesti demonstraciju i obuku rukovanja opremom, osigurati vježbališta za
demonstraciju, nabaviti računalnu i prezentacijsku opremu (između inoga: software za
praćenje eko-vožnje), osigurati prostor za realizaciju aktivnosti.
Kroz osiguravanje preduvjeta za provedbu planiranih aktivnosti projekta, tj. provedba ovoga
projekta jamči: poboljšanu kvaliteta obrazovanja u dijelu stručnih predmeta koji se odnose na
eko-vožnju i zaštitu okoliša, savjesnije ponašanje učenike glede racionalnije, sigurnije i ekovožnje te stvorenje materijalnih uvjeta za provođenje novih nastavnih sadržaja. Podizanje
kvalitete obrazovanja u predmetima struke, razvijanje svijesti i odgovornosti kod učenika
glede eko-vožnje, racionalnije i sigurnije vožnje te unapređivanje materijalnih uvjeta rada je
bio temeljni motiv za prijavu s ovim projektom. Vjerujemo da bi realizacijom projekta
značajno pripomogli hrvatskom strukovnom obrazovnom sustavu te hrvatskim
gospodarstvenicima koji bi na taj način dobili kvalitetniju radnu snagu koja raspolaže
suvremenim znanjima i vještinama o eko-vožnji. Na taj način bismo doprinijeli
konkurentnosti hrvatske radne snage, u području cestovnog prometa, na europskom tržištu
rada.
To je naša ideja, koja je dobila sredstva za realizaciju. Naravno, o relizaciji projekta i poteškoća
pri realizaciji ću vas izvijestiti slijedeće godine.
ZAKLJUČAK
Upustili smo se u izradu projekta u rujnu 2010 godine. Sažetak naše ideje projekta poslati smo
u veljači 2011.godine (sve po propisanim rokovima). Odgovor i predaju kompletne prijave bio
je svibanj 2012. te odobrenje i rok za čišćenje budžeta je počeo 1.07. 2012. budžet se čistio do
20.08.2012., a projekt smo dobili 22.08.2012. godine. Počinje sa realizacijom nakon
potpisivanja i doznačavanja sredstava, odnosno tijekom listopada 2012. Projekt će trajati
godinu dana, a na slijedećem skupu ću vas obavijestiti o realizaciji i tijeku provođenja.
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SOU “Gošo Vikentiev”
Zlatko Petrušov, Dip. Soob. Ing
NOVI BEZBEDNOSNI TEHNOLOGII
APSTRAKT
So nagliot razvoj na elektronikata, denes e promenet načinot na upravuvanje so
vozilata. So primeneta na ovie sistemi na vozilata se ovozmožuva podobruvanje na
bezbednosta vo soobrakajot. Zablagodaruvajki se na naprednite tehniki, od koi poveќeto se vo
faza na eksperimentalna primena, možeme da očekuvame namaluvanje na brojot na
soobraќajni 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 zadrži
pravecot na dviženje na voziloto. Novite sistemi so pomoš na instalirani senzori i algoritmi za
kontrola nepogrešlivo 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 način
tie funkcioniraat i koi se nivnite pozitivni i negativni strani.
1.Voved
So nagliot razvoj na elektronikata deneska promenet e načinot na upravuvanje na
patničkite vozila, a zatoa što ke ponudi idninata možeme samo da pogoduvame. Postojat
različni mislenja vo vrska so toa kako bi trebalo da se razviva transportot vo idnina. Što se
odnesuva na transportot na patnici, vidliv e trendot na zgolemuvanje na mestata za sedenje
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kaj patničkite avtomobili, kako bi se namalil soobrakajniot metež na patistata, a so toa bi se
zgolemila i bezbednosta vo soobrakajot.
Isto taka se vovedeni sistemi za održuvanje na rastojanieto megu vozilata koi koristat
posebni radarski i senzorski sitemi. Osven efikasnosta vo transportot, takvite rešenija
znacajno ke go namalat i brojot na nezgodi na patištata. 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 način tie funkcioniraat koi se nivnite pozitivni i negativni strani kako i napredni resenija
vo vrska so stabilnosta, sopiranjeto, vidlivosta, održuvanjeto na bezbedno rastojanie isto taka
i održuvanje na patnata brzina, održuvanjeto na koncentracijata na vozačot i drugi napredni
rešenija koi imaat dosta golem udel vo gradenjeto na bezbeden transport na patištata.
2.Najnovite vozila i nivnite bezbednosni tehnologii
Mnogu avtomobilski giganti se zalagaat da postavat vodečki 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 sè sto na sistemot mu treba za da zabeleži 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 zadržuvanje na patnicite i aktivnite potpirači
za glava (ako se vgradeni komfornite sedista, po izbor) se aktiviraat spored potrebata
(Sl. 1).
2.1 Sitem za noќno gledanje
Najnovite vozila imaat vgradeno prilagodlivi predni svetala, po izbor, im dava novo
svetlo na svioklivite patišta. Night Vision system (sistem za noќno gledanje) odnosno
infracrveni senzori koj postojano ja nadlgeduvaat patekata vo nokni uslovi kako i brzinata na
avtomobilot, skršnuvanjeto i upravuvačkiot agol na prednite trkala; togaš sistemot može da ja
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presmeta patekata na kolovozot pred nego. Elektromotorite gi vrtat prednite svetla za da go
nasočat snopot tocno onamu kade sto avtomobilot se upatil. Rezultatot e: mnogu podobreno
osvetluvanje i zgolemena bezbednost, osobeno na svioklivi patišta. (Sl. 2).
(Sl. 2).
2.2 Sistem za zgolemuvanje na vidlivosta
Prednata kamera e postavena vo centarot na predniot odbojnik i koristi specijalni
prizmatični leќi, postaveni pod 90 stepeni, za da obezbedi jasen pregled na soobraќajot
otstrana na raskrsnicite. Ova e prikazano na on-board monitorot (Sl. 3). Zadnata kamera,
postavena na kapakot na bagažniot prostor, se aktivira koga se vklučuva stepen na prenos za
ôd nanazad. Taa ja prikazuva oblasta zad avtomobilot (do 131 stepen) i obezbeduva jasen
pregled pri ôd nanazad.
(Sl. 3).
2.3 IDrive (kontroler na centralnata konzola)
Maksimalna upotreblivost, minimalna složenost: iDrive (kontroler na centralanata
konzola) gi poednostavuva kontrolite na mnogu vozački osobini i karakteristiki na udobnost
na kabinite na najnovite vozila. Cesto koristenite karakteristiki – brišači na vetrobranskoto
staklo, indikatori, radio i telefon na primer – se kontrolirani preku račkite ili kopčinjata na ili
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okolu upravuvačot. Pristapot do sekundarnite funkcii kako sto se adresarot, sistemot za
navigacija e preku iDrive (kontrolerot na centralnata konzola), so menija i informacii koišto se
jasno prikažani 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 ovozmožuva na vozačot da gi odbere posakuvanata brzina na dviženje i
rastojanieto koešto treba da se održuva od voziloto pred nego. Senzorite postojano go
nadgleduvaat patot pred niv: sè dodeka patot e čist, 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 čist, ASS se vraka na patnata brzina.
(Sl. 5).
2.5 Bezbedna pozicija na sedenje
Izbornite komforni sedišta za vozačot, sovozačot i vo zadniot del na kabinata se
ergonomski dizajnirani i električno prilagodlivi so cel da se zgolemi bezbednosta. Ventilacijata
na sedistata garantira deka duri i pri najdolgite patuvanja možete da uživate vo udobnosta.
Osobinata za aktivno sedenje vo sedištata za vozačot i sovozačot ja podobruva cirkulacijata i
gi relaksira muskulite pri dolgite patuvanja so nežno podignuvanje i spustanje na površinite
za sedenje vo pravilni intervali.
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(Sl. 6).
3.Zgolemuvanje na bezbednosta kaj avtomobilite
Eden od načinite za sprečuvanje 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 sprečuvanje 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 uspešno upravuvanje na
avtomobilite niz San Francisko. Sekako prenosot na prviot podatok do praviot avtomobil, vo
tocno opredeleno vreme bara dosta složen algoritam. Zasega eksperimentot dava dobri
rezultai koga e vo prašanje pomal broj na avtomobili, teškotiite nastanuvaat vo golemi
soobrakajni tokovi.
Nekoj od najnovite avtomobili se opremeni so DSRC. Pojačaniot 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 matičniot kompjuter do
sopiračkite, pri sto avomobilot započnuva da sopira bez intervencija na vozačot.
Golemite avtomobilski giganti razvivaat sistemi haptic feedback (pedali i vozački stakla koi
vibriraat), t. n. sistemi koi se odnesuvaat kako vozač od zadnoto sedište, megutoa so razlika
deka ovoj vozač e sekogaš vo pravo.
Vozačite naskoro ќe gi zamenat istrošenite pnevmatici so meki gumi so golemi
performansi, pred sè vrz osnova na koristenje na elektroaktivni polimeri. Toa se takvi
komponenti koi imaat možnosti slični kako kaj coveckite muskuli, da go menuvaat oblikot
koga ke dojde do promena na elektricitetot.
(Sl. 7).
(Sl. 8).
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4.Zaklučok
Razvojot na elektonikata i sè pomasovnata primena na elektronskite sistemi kaj
vozilata, ke ovozmožat posigurno i pobezbedno upravuvanje so motornite vozila, kako i
namaluvanje na brojot na soobrakajni nezgodi. Blagodarejќi na naprednite rešenija
avtomobilite ke ja trošat energijata mnogu poracionalno.
Idnite rešenija vo vrska so kontrolnata tabla ke bidat mnogu pomoderni i ke
pretstavuvaat komanden centar preku koj vozačot ke upravuva so site parametri na voziloto i
istovremeno ke kumunicira so site drugi učesnici vo transportot.
Novite sistemi, ne samo sto nudat golema bezbednost i komfor, tie otvoraat mnogu novi
možnosti vo proizvodstvoto i dizajnot. Dizajnerite poveke ne moraat da mu robuvaat na
klasičniot raspored na upravuvačkite mehanizmi i prekinuvači okolu koi se gradi sè ostanato.
Koristena literatura
(1) Različni stranici od Internet
(2) Simpozium na tema Novi tehnologii za bezbednost vo soobrakajot Diplomska
rabota d-r Ile Cvetanovskii d-r Vaska Atanasova
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HIGH MUNICIPAL SCHOOL“Gošo
Vikentiev”
Zlatko Petrušov 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
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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
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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
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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).
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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
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EKONOMSKA ŠOLA MURSKA SOBOTA
SREDNJA ŠOLA IN GIMNAZIJA
TJAŠA GERIČ, univ. dipl. inž. živ. tehn. - mag. inž. log.
POMEN POMORSKIH AVTOCEST ZA POMORSKI TOVORNI PROMET
POVZETEK
Evropski pomorski sistem v zadnjih letih doživlja korenite spremembe, saj se je pokazala
problematika preobremenjenosti kopenskih poti blagovnih tokov. Pojavila se je potreba po
vzpostavitvi kakovostnih pomorskih povezav, na podlagi česar je bil vzpostavljen koncept
pomorskih avtocest. Prispevek govori o procesu uresničevanja tega koncepta, saj je
Sredozemsko morje zelo pomembno pomorsko prometno območje z vozlišči in koridorji
svetovnega pomena. Prikazali smo prednosti, slabosti, priložnosti in pomanjkljivosti
pomorskih avtocest ter navedli pomembne pomorske evropske koridorje. Predstavljen je
pomen pomorskih avtocest za Luko Koper in možnosti razvoja v Jadranu ter morebitne ovire.
Poudarjen je tudi pomen uporabe informacijske tehnologije v pomorstvu, ki omogoča dobro
komunikacijo med kopnim in morjem. Predstavili smo tudi projekt Marinetraffic in prikazali
možnost praktične uporabe koncepta pri pouku.
Ključne besede: pomorski promet, pomorske avtoceste, koridorji, Luka Koper, Jadran
1. UVOD
Evropska skupnost skuša spodbujati pomorske povezave med državami Evrope.Težnja
sistematične uporabe pomorskih povezav znotraj EU je vse večja, zato pridobiva program
razvoja pomorskih avtocest (Motorways of the Sea – MOS) zelo pomembno težo v evropski
prometni politiki. Koncept pomorskih avtocest pomeni vzpostavitev novih, integriranih,
intermodalnih logističnih verižnih povezav, katerih podlaga je visoko kakovostna pomorska
povezava. Ta povezuje izbrana pristanišča, ki so na strateških točkah vzdolž evropske obale.
Take verižne povezave so trajnejše in komercialno uspešnejše, saj zagotavljajo redno in
visoko kakovostno alternativo cestnemu prevozu. Hkrati omogočajo pomemben prehod
tovornega prometa s preobremenjenih cest na kopensko – pomorske poti. Z uresničitvijo
takih poti bo omogočena 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
določimo ustrezno mesto in značilnosti v pomorskem prometnem sistemu.
317
Sredozemsko morje je
znano kot največje mednarodno
pomorsko prometno območje z
vozlišči in koridorji svetovnega
pomena.
Zaradi
Sueškega
prekopa in bližnjice, ki jo ta
prekop omogoča med Indijskim
in Atlantskim oceanom, ponuja
Sredozemlje in še posebej
vzhodno Sredozemlje veliko
število
novih
pomorskih
povezav in storitev.
Obstoj pristanišč in
intermodalnih
povezav
Slika 1: Pomorske avtoceste po Evropi(vir:
svetovnega pomena v regiji z
http://www.eurocean.org/)
visokimi razvojnimi možnostmi
ponuja pomembno razvojno
priložnost
za
vzpostavitev
pomorskih avtocest.
Evropska komisija je predlagala koncept pomorskih avtocest leta 2001 v Beli knjigi.
Pomorske avtoceste se navezujejo na razvoj ključnih pomorskih smeri med državami
članicami EU ter kadar je to mogoče, tudi na države nečlanice, na katere te mejijo. Zagotavljajo
visoko kakovost rednih storitev in povezavo z drugimi načini prevoza. Namen koncepta
pomorskih avtocest je uvajanje novih intermodalnih logističnih verig s pristanišči v njihovem
središču, ki naj bi omogočile strukturne spremembe pri prometni ureditvi v naslednjih letih.
Te verige bodo tako izboljšale dostopnost trgov po vsej Evropi in razbremenile
preobremenjen evropski cestni sistem.
V decembru 2009 je bila končana študija o pomorskih avtocestah v vzhodnem
Sredozemlju, pri kateri so poleg Slovenije sodelovali še Italija, Grčija, Malta in Ciper, pozneje
pa sta se pridružili še Romunija in Bolgarija. Po oceni obstoječega stanja glede intermodalnih
pomorskih prometnih in logističnih procesov na vzhodu – sredozemskem območju, so bili v
študiji zajeti mogoči tokovi pomorskih avtocest v vzhodnem Sredozemlju, opredelitev
koridorjev na podlagi ugotovitev oz.analiz kritičnih parametrov ter ovir pri izvedbi pomorskih
avtocest.Študija je pokazala glavne parametre za razvoj pomorskih avtocest v vzhodnem
Sredozemlju in vključuje:
 mogoče vzhodno – sredozemske koridorje pomorskih avtocest – določa, katere
pomorske avtoceste v regiji imajo prednost pri vzpostavitvi in izvajanju, ureja operativne
cilje za povečanje privlačnosti pomorskih avtocest in ugotavlja razlike pri infrastrukturi za
dosego operativnih ciljev;
 finančna vlaganja in akcijski načrt – opredeljuje potrebna vlaganja in predstavlja
alternativne metode financiranja;
318

politične pobude – ugotavlja, kako odpraviti ovire pri izvajanju in širitvi vzhodno –
sredozemskih pomorskih avtocest.
Z analizo je bilo opredeljenih devet mogočih koridorjev, ki so bili izbrani glede na predloge
zasebnega sektorja, ter določene nove alternativne povezave, ki so zadostile pogojem
povpraševanja trga in kritične mase pretovora.
Tabela 1: Prednosti, slabosti, priložnosti in pomanjkljivosti pomorskih avtocest







Prednosti pomorskih avtocest:
predhodne izkušnje,
ugodna zemljepisna lega,
učinkovita cestna infrastruktura,
obstoječe sodelovanje z ladjarji,
uporaba
sodobnih
informacijskih
sistemov,
dobra organiziranost in povezanost
pristaniškega sistema,
prehod na brezpapirno poslovanje.
Priložnosti, ki se bodo mogoče
odprle z virtualnimi avtocestami:
 obvladovanje pomorskih avtocest vzdolž
X. prometnega koridorja,
 okrepljeno sodelovanje s trgi ter
pridobivanje novih poslov,
 gospodarski učinki in multiplikativni
vplivi,
 uvajanje novega pristopa – prevoz
prikolic brez voznikov,
 razvoj pristanišča,
 črpanje evropskih sredstev.
Vir: lasten





Slabosti pomorskih avtocest:
zaledna povezava koprskega pristanišča s
samo enim tirom,
upravni postopki,
pomanjkljiva infrastruktura,
pomanjkanje izkušenj z večjimi projekti,
vprašljiva prilagodljivost celotnega
pristaniškega sistema novim tržnim
razmeram.
Morebitne nevarnosti virtualnih
avtocest:
 povečan obseg prometa tovornih vozil na
cestnem omrežju,
 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 že pred desetletjem opredelila štiri najpomembnejša področja 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 področju Baltskega morja. Izvedene so
pomembnejše investicije v pristanišča in učinkovito se sofinancira delovanje pomorskih
319
povezav med skandinavskimi državami in državami Baltika ter Nemčije in Poljske. Pomorske
avtoceste so vpeljali tudi v Mediteranu in danes predstavljajo ključno povezavo sredozemskih
držav Evrope z državami severne Afrike. Pomembno vlogo so odigrala italijanska pristanišča
in ladjar Grimaldi Group. Na zahodu Evrope se spodbuja organizacijo pomorskih avtocest med
Španijo in Portugalsko ter severnoevropskimi državami na Atlantiku. Za razvoj pomorskih
avtocest v Jadranu je najpomembnejši razvoj področja JV Evrope, kjer imata pomembno vlogo
Grčija in Italija.
4. POMEN POMORSKIH AVTOCEST ZA LUKO KOPER
Zaradi svoje ugodne geografske lege je Slovenija že stoletja križišče pomembnih kopenskih
poti med vzhodom in zahodom, severom in jugom. Z edinim pristaniščem, Luko Koper, ponuja
tudi najkrajšo povezavo med Sredozemljem, Bližnjim Vzhodom in državami Daljnega Vzhoda.
Luka Koper je mnogo bližja azijskim trgom od Hamburga, Bremenhavna, Antwerpna,
Rotterdama in drugih severno-evropskih pristanišč. Njena osrednja lokacija predstavlja
ključni del v sestavljanki prihodnjega TEN-T omrežja.
Koprsko pristanišče, ki je edino stičišče pomorskih in kopenskih prometnih poti v RS, je v
osrčju srednje Evrope ob V. in X. vseevropskem prometnem koridorju. Prek pristanišča
potekajo pomembni mednarodni trgovski tokovi med tem delom Evrope in čezmorskimi
deželami.Redne ladijske povezave iz Kopra, ki jih vzdržujejo največji svetovni ladjarji, so
usmerjene na vse kontinente.V primerjavi s severnoevropskimi pristanišči je ladijska pot iz
Kopra do Sredozemlja in držav, ki ležijo naprej od Sueza, krajša za več kot 2.000 navtičnih
milj.
Koprsko pristanišče je vključeno v sredozemski koridor, ki ga povezuje z madžarskim trgom
in naprej proti vzhodu, ni pa zadostno vključeno v jadransko-baltski koridor, kar bi ga
povezalo s ključnimi trgi - Avstrijo, Slovaško in Češko, na katerih si v prihodnje obeta največjo
rast. Veliko konkurenco nam pri tem predstavlja italijansko pristanišče Trst, ki ga zanimajo
podobni trgi kot Koper (vir: http://www.siol.net/novice/gospodarstvo/).
Z vzpostavitvijo pomorskih avtocest bo novo razvojno priložnost dobilo tudi Koprsko
pristanišče, vendar le če bo primerno povezano z evropsko prometno infrastrukturo.
Odločilna pri tem bo pravočasna gradnja drugega železniškega tira Koper – Divača.
5. RAZVOJ V JADRANU
Za slovenski prometni sektor so in bodo ključnega pomena povezave, ki bodo vključevale
servise v severnem Jadranu. Najpomembnejša bodo pristanišča Ravena, Benetke, Trbiž,
Trst, Koper in Reka. Pri izbiri rotacije ladij bo ključnega pomena obstoječi blagovni tok,
obstoječa pristaniška infrastruktura in zaledna povezava z železnico. Vsi sistemi se srečujejo s
pomanjkanjem sredstev za potrebne investicije v infrastrukturo, ki bo morala sloneti na
razvoju in uporabi »inteligentne infrastrukture«. Poleg tega bo potrebno zagotoviti
pravočasnost informacij ter učinkovito izmenjavo le-teh v celotni logistični verigi. Pod
okriljem Evropske komisije so bile izdelane različne študije razvoja pomorskih avtocest. S
320
sofinanciranjem komisije DG TREN je izdelana študija analize pomorskih avtocest vzhodnega
Mediterana, ki izpostavlja pomembnost grških pristanišč pri povezovanju pristanišč Jadrana s
pristanišči severne Afrike in Bližnjega vzhoda. Študija predlaga devet koridorjev. Med temi je
pet koridorjev, ki povezujejo pristanišča severnega Jadrana. Za Slovenijo je pomembno, da je
Koper kot začetno – konča točka vključen v tri koridorje:
 Igoumenitsa – Koper, ki je opredeljen kot alternativa sedanjemu cestnemu transportu
med Grčijo in srednjo Evropo in poteka po X. vseevropskem transportnem koridorju.
Izpostavljen je tovorni promet iz Madžarske, Avstrije, južne Nemčije in severne Italije za
Grčijo in pristanišča Bližnjega 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 že servisira grški ladjar za prevoze avtomobilov, predvsem iz Nemčije za
Grčijo in ostale regije.

Igoumenitsa – Ancona – Koper, kivključuje še osrednjo Italijo, s pristaniščem v Anconi.
Regija osrednje Italije je pomembna zaradi tradicionalnega poslovnega sodelovanja med
Italijo in državami Balkana. V preteklosti je zelo dobro delovala trajektna povezava za
Ploče, od koder se je povezovalo tržišča vse do Beograda. Izsledki študije predvidevajo
pomembno gospodarsko sodelovanje, kar naj bi vplivalo na povečan blagovni pretok do
leta 2020.

Benetke – Koper – Ploče, 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
pristaniščem in vsem operaterjem po učinkovitem 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 števila dejavnikov, ki niso
povezani zgolj s prometno infrastrukturo ali suprastrukturo. Ker je regija v gospodarskem in
investicijskem krču, je malo možnosti za hiter in dinamičen razvoj alernativnih prometnih
konceptov. Za razvoj pomorskih avtocest ima namreč izredno pomembno vlogo regionalna
ekonomija oz. razvoj gospodarstva, blagovna izmenjava znotraj evropskega gospodarstva in
spodbujanje ter ozaveščenost vseh sodelujočih v logističnih verigah na uporabo alternativnih
transportnih poti. Nedvomno bo težko izdelati ustrezno alternativo trenutno fleksibilnemu in
še vedno cenovno ugodnemu cestnemu transportu.
321
Poleg tega bi se morali koridorji
navezovati na daljše pomorske razdalje, da se
doseže prednosti pomorskih prevozov. Relativno
kratke pomorske razdalje predstavljajo dražji
celotni transportni proces, saj se podvajajo
manipulacije transportnih sredstev in pri tem
nastajajo možnosti poškodb ter zamud.
Pomemben element je vsekakor poenostavitev
procesov prehoda tovora oziroma transportnih
sredstev med načini transporta. Skrajšati je treba
procese postankov v pristaniščih in kopenskih
terminalih. Ti procesi morajo biti podprti z
elektronsko informacijo o transportnem sredstvu
in tovoru. Vse navedene elemente je težje 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 vprašanje, ali regija Balkana premore energijo in sredstva za takšen
razvoj.
7. VIRTUALNE POMORSKE AVTOCESTE
Komunikacijska tehnologija je v pomorstvu ključnega pomena. Omogoča namrečkomunikacijo
med večjim številom ladij ter med kopnim in ladjo. Brez te tehnologije bisporočila, vezana na
prihod ladje v pristanišče, na varnost plovbe, kot tudi na potrebo poreševanju in druga
varnostna obvestila, dosegala naslovnike z velikim časovnim zamikom.Zgoščen ladijski
promet predstavlja neposredno nevarnost in eno izmed ovir tako za plovboladij kot za okolje.
Virtualna pomorska avtocesta je inovativen sistem uporabe pomorskeinformacije in
določene informacijske infrastrukture, ki omogoča večjo kakovost pomorske
storitve.Predstavlja informacijsko mrežo, ki omogoča pomorščakom indrugim
zainteresiranim lažji dostop do želenih podatkov in informacij v realnem času inprostoru. S
tem se izboljša delovna učinkovitost ladje in posadke, pomorščaki pa so bolje osveščeni o
dejanski situaciji plovbe na morju.
Računalniški sistem shranjuje v svojem spominu vse podatke o neki ladji, njeni plovni poti, o
vremenu in o težavah pri navigaciji. Ti podatki pa se lahko uporabijo za analizo
morebitnihpomorskih nesreč in za izobraževanje bodočega strokovnega osebja s pomočjo
simulacijrealnih primerov. Simulacija prihodnjih dogajanj predstavlja prednost na področju
varnosti plovbe in kontrole prometa. Iz najav prihoda ladij, podatkov o ladjah vpristanišču, na
privezu, sidrišču ter iz meteoroloških, oceanografskih in drugih podatkovlahko izdelamo
model, s katerim vnaprej simuliramo potek dogodkov. To omogočaidentifikacijo morebitne
težave in njeno reševanje, še preden ta dejansko nastane.
322
Globalna pomorska avtocesta je infrastruktura pomorskih informacij, kipodpira varovanje,
izboljšave in učinkovito uporabo svetovnih morskih poti in je dostopnavsem skupnostim,
razširjena po vsem svetu, samoumevna in za njene uporabnike neodvisna.
Slika 3: Globalne pomorske in notranje poti s kritičnimi mesti (vir: Čirkovič, 2006)
8. PROJEKTMARINETRAFFIC
Spletna stran Marinetraffic nudi informacije oaktualnihgeografskihpoložajihladij, kot tudi
druge s tem povezaneinformacije, na primer podrobnosti ladij,njihov namembni
kraj,predvideni
časprihoda,
fotografije,
statistikoprometnihpristanišč,
vremenskih
pogojev,zanimive točke, itd.
Spletna stranje delprojekta akademskeskupnosti.Posvečena je zbiranjuin prikazovanju
podatkov, ki se izkoriščajov raziskovalnihpodročjih, kot so:
 Študija morskih telekomunikacij v zvezi s parametri učinkovitosti;
premikov
plovil,
za
večjo
varnost
plovbe
in
 Simulacija
obvladovanjekritičnihdogodkov;
 Interaktivni informacijski sistemi;
 Oblikovanje zbirk podatkov v realnem času;
 Statistična obdelava prometa pristanišč;
 Oblikovanje modelov izvoraonesnaževanja;
 Oblikovanje učinkovitih algoritmov za vrednotenjemorske poti in za
določitevpredvidenih časov prihodov ladij;
 Primerjalna analiza zbranih podatkov z vremenskimi podatki;
 Sodelovanje z inštituti, posvečenimivarstvu okolja.
Zagotavljabrezplačneinformacije v realnem časuza javnost,opremikih ladijin pristaniščih.
Sistem temelji na Automatskem identifikacijskem sistemuAIS (Automatic Identification
System) za spremljanje plovil in pomorskega prometa. Oddecembra 2004, Mednarodna
pomorska organizacija (IMO) zahteva, da vseplovila, daljša od299GT, med sebojpovezuje
transponder AISna krovu,kiprenašasvojpoložaj,hitrost in smerter tudi drugestatične
informacije,kot so imeplovila, dimenzije in podrobnostiplovbe.Sistem omogoča izmenjavo
informacij med plovili in lukami. Sistem pa je dostopen tudi drugim uporabnikom interneta in
spletne strani Marinetraffic.
323
Sporočilovsebuje
naslednjetri osnovnetipe:
1. Dinamične informacije:
položaj plovila, hitrost,
trenutnistatus,potekuinhitros
ti obračanja…
2. Statične 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 PRIBLIŽATI POMEN POMORSKIH AVTOCEST DIJAKOM?
V 3. letniku programa Logistični tehnik pri modulu Logistika tovornih tokov obravnavamo
tudi pomen pomorskih avtocest. V okviru praktičnega 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 kakšnimi barvami so
prikazana?
2. Poišči Jadransko morje in najdi vsaj tri ladje, ki plujejo proti Luki Koper!
Ladjar:
Ladja pluje Tip ladje:
pod zastavo
države:
Dolžina,
Kraji, kjer je ladja že plula oz.
širina
in kje se je nahajala v
ugrez ladje: preteklosti:
3. Poišči po svetovnih morjih nekaj ladij ladjarja Maersk in izpolni tabelo:
Ime ladje:
Morje, kjer se
nahaja ladja:
trenutno Smer
plutja:
Dolžina, širina in ugrez
ladje:
4. Naštej še nekaj ostalih ladjarjev in navedi pod zastavami katerih držav plujejo!
5. Poišči Panamski prekop in najdi ladjo, ki pravkar pluje skozenj!
325
Ladjar:
Ladja
pluje Tip ladje:
pod zastavo
države:
Dolžina,
širina
6. Poišči Sueški prekop in najdi ladjo, ki pravkar pluje skozenj!
Ladjar:
Ladja
pluje Tip ladje:
pod zastavo
države:
Dolžina,
širina
7. Po svetovnih morjih in oceanih izberi nekaj različnih tipov ladij in izpolni tabelo!
Morje,
Ladjar:
ocean, kjer
se trenutno
nahaja:
Ladja
pluje pod
zastavo
države:
Tovorna ladja
Kontejnerska
ladja
Potniška
ladja
Tanker
Jahta
Ribiška ladja
326
Dolžina,
Kraji, kjer je ladja
širina in že plula oz. kje se
ugrez
je
nahajala
v
ladje:
preteklosti:
vlačilec
10. ZAKLJUČEK
Evropska skupnost si je postavila visoke cilje pri prehodu tovornega in potniškega prometa s
kopenskih prometnic na alternativne načine transporta. Predvsem skuša spodbujati
pomorske povezave med državami Evrope. To veliko lažje uspeva pri masovnih tekočih in
razsutih tovorih. Veliko več izzivov predstavlja transport polizdelkov ali končnih izdelkov, ki
se ga lahko učinkovito prevaža s tovornjaki ali zabojniki. Še poseben izziv pa predstavlja
mobilnost potnikov. Delovanje oskrbnih verig, ki potekajo po kopnem, je še težje preusmeriti
na uporabo pomorskega transporta.
Poleg preusmeritve blagovnih in potniških tokov na pomorske poti, pa se z razvojem
pomorskih avtocest uvajajo tudi višji standardi varnosti in produktivnosti v evropskem
prometnem sektorju. Za doseganje takšnega napredka je nujna posodobitev pristaniške
infrastrukture na morju in tudi plovnih rekah. To je predpogoj za vzpostavljanje rednih
pomorskih linij, ki bi se lahko učinkovito navezovale na zaledne kopenske povezave,
predvsem uporaba železnic, ki je učinkovitejša na daljših razdaljah. Ključnega 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. Čirkovič, E. (2006) Organizacijska in ekonomska učinkovitost virtualne pomorske
avtoceste na Jadranu, Diplomska naloga, Univerza v Ljubljani, Fakulteta za pomorstvo in
promet, Portorož.
2. Gerič, T. (2010) Logistična infrastruktura, interno gradivo za dijake srednjega strokovnega
programa logistični tehnik, za modul Logistika tovornih tokov, Ekonomska šola, 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 ŠOLA MURSKA SOBOTA
SREDNJA ŠOLA IN GIMNAZIJA
NORŠINSKA ULICA 13, 9000 MURSKA SOBOTA
TJAŠA GERIČ, univ. dipl. inž. živ. tehn.
mag. inž. 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 - Divača. 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:Čirkovič, 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 website»MarineTraffic"!
(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:
6. Findthe Suez Canaland finda shipjustsailingthrough it!
The shipping The shipis
Typeof ship: Length, width
anddraft of
company:
flying the flag:
the vessel:
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. Čirkovič, E. (2006) Organizacijska in ekonomska učinkovitost virtualne pomorske
avtoceste na Jadranu, Diplomska naloga, Univerza v Ljubljani, Fakulteta za pomorstvo in
promet, Portorož.
8. Gerič, T. (2010) Logistična infrastruktura, interno gradivo za dijake srednjega strokovnega
programa logistični tehnik, za modul Logistika tovornih tokov, Ekonomska šola, 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
Šolski center Celje, Srednja šola za storitvene dejavnosti in logistiko Celje
Božidar Žibret, prof.
mag. Roman Krajnc
MESTNE OBVOZNICE
Cestni promet se vse bolj povečuje. To pomeni, da se povečuje mobilnost prebivalcev ter
obseg blagovnih tokov. Tokovi potekajo po načelih varnosti, pretočnosti, zanesljivosti,
varovanja okolja idr… Upoštevanje načel zahteva podporo z izbrano infrastrukturo,
suprastrukturo, tehničnimi elementi vodenja tokov, usposobljenimi udeleženci 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 način prostorskega umeščanja
objektov različnih dejavnosti kakor prometne infrastrukture. V prispevku bomo obravnavali
umeščanje cestne infrastrukture s ciljem, da se doseže čim boljša sinergija med prebivalci
mesta in prometnimi tokovi.
1 Uvod
V Odloku o strategiji prostorskega razvoja Slovenije (OdSPRS) Ul. RS, št. 76/2004 je Slovenija
opredeljena kot je raznolika dežela, kar je posledica stikanja različnih klimatskih in
geomorfoloških značilnosti alpskega, mediteranskega in panonskega sveta ter različnih
kulturnih vplivov v preteklosti. S svojo lego na ožini med Alpami in najsevernejšim zalivom
Sredozemskega morja predstavlja enega najpomembnejših evropskih prehodov iz
jugozahodne Evrope proti vzhodu. Slovenski prostor je prepoznaven po raznovrstni kulturni
krajini, stavbni in naselbinski dediščini ter raznolikih in prostorsko razsežnih naravnih
sistemih. Pomembni so: njena gozdnatost, vodnatost, ohranjenost vodotokov, kraške
značilnosti, kraški pojavi in biotska raznovrstnost ter krajinska pestrost. Hribovita in kraška
območja Slovenije uvrščamo v območja z omejenimi dejavniki za kmetovanje. Veliko zemljišč
se zarašča, kar povzroča spreminjanje kulturne krajine. Večina kvalitetne kmetijske zemlje je
v ravninskih predelih, kjer sta privlačnost in zanimanje za poselitev največja. Nekateri predeli
imajo zaradi svojih lastnosti in simbolne vloge še poseben nacionalni pomen.
2 Trajnostni prostorski razvoj
Po Zakonu o prostorskem načrtovanju (ZPNačrt), Ul. RS, št. 33/2007, spremembe Ul. RS, št.
70/2008 so opredeljeni cilji prostorskega načrtovanja, ki morajo omogočati skladen
prostorski razvoj z obravnavo in usklajevanjem različnih potreb in interesov razvoja z javnimi
koristmi na področjih varstva okolja, ohranjanja narave in kulturne dediščine, varstva
naravnih virov, obrambe in varstva pred naravnimi in drugimi nesrečami. Posege v prostor in
prostorske ureditve je treba načrtovati tako, da se omogoča: trajnostni razvoj v prostoru,
učinkovita in gospodarna raba zemljišč, kakovostne bivalne razmere, prostorsko usklajeno in
med seboj dopolnjujočo se razmestitev različnih dejavnosti v prostoru, prenovo obstoječega,
ki ima prednost pred graditvijo novega, ohranjanje prepoznavnih značilnosti prostora,
sanacijo degradiranega prostora, varstvo okolja, naravnih virov ter ohranjanje narave,
celostno ohranjanje kulturne dediščine, vključno z naselbinsko dediščino, zagotavljanje
zdravja prebivalstva, funkcionalno oviranim osebam neoviran dostop do objektov in njihova
uporaba skladno z zakonom ter obrambo države in varstvo pred naravnimi in drugimi
nesrečami. V nadaljevanju zakon navaja načelo trajnostnega prostorskega razvoja, ko morata
država in lokalna skupnost s prostorskim načrtovanjem omogočiti kakovostno življenjsko
338
okolje s takšno rabo prostora, ki ob upoštevanju dolgoročnega varovanja okolja, ohranjanja
narave in trajnostne rabe naravnih dobrin in drugih virov ter celostnega ohranjanja kulturne
dediščine omogoča zadovoljevanje potreb sedanje generacije ter ne ogroža zadovoljevanja
potreb prihodnjih generacij. Trajnostni prostorski razvoj se zagotavlja z usklajevanjem
razvojnih potreb z varstvenimi zahtevami v prostoru tako, da se ob upoštevanju obstoječih
kakovosti naravnih, grajenih in drugače 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 načrtuje celovito, s čimer se zagotavlja vitalnost ter
kakovost bivalnega prostora. Tako se povečuje lokacijska privlačnost mest, omogoča
gospodarski razvoj, skrbi za varnost in kvaliteto bivalnega in delovnega okolja ter kakovostno
dograjuje infrastrukturne sisteme. Dejavnosti bivanja, proizvodnje in potrošnje v mestih se
razvija skladno s prostorskimi danostmi in okoljskimi omejitvami. Mesta imajo ključno vlogo
v pričakovanih razvojnih spremembah in v procesih evropske integracije kot najpomembnejši
dejavnik urbanega razvoja. Mesta se razvijajo v vitalno, lepo in urejeno okolje, ki nudi pogoje
za ekonomski in družbeni razvoj ter prispeva h kvaliteti življenja vseh prebivalcev. Odpravlja
se vzroke, ki vplivajo na večanje razpršenosti gradnje, uničujejo fleksibilnost mest in zgradb,
povzročajo monokulturna predmestja in izolirane suburbije ter prekomerno onesnaževanje
okolja. Za razvoj je pomembno načelo polifunkcionalnosti. Za razvoj učinkovitega mesta je
pomembno zagotavljanje ustreznega razmerja v rabi zemljišč in objektov, kjer je treba
stremeti k uravnovešenemu prepletu raznovrstnih funkcij in raznih dejavnosti. Za kvaliteto
življenja v mestih so ključnega pomena naravne sestavine in kvalitetno grajeno javno dobro,
kot so: prometne površine, trgi, tržnice, igrišča, parki, zelenice in podobno, zato se jih v čim
večji meri vključuje v urbane strukture. Vodni in obvodni prostor, gozdove, naravne vrednote
in posamezne sestavine biotske raznovrstnosti se vključuje v zeleni sistem mesta.
2.2 Prometne povezave
Z daljinskim prometnim omrežjem se povezujejo slovenska središča mednarodnega pomena
(Ljubljano, Maribor in Koper) z Evropo in središči nacionalnega pomena med seboj. Primerna
dostopnost in povezanost z mednarodnimi tokovi vseh območij se zagotavlja z razvojem
sekundarnih (prečnih) prometnih povezav, ki se navezujejo na TEN evropsko infrastrukturno
omrežje (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 Koroške preko Slovenj Gradca in Velenja je v bodoče načrtovan priključek
na avtocesto (AC) pri Celju. Načrtovana 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 načrtujejo povezave regionalnih središč v Avstriji, Sloveniji,
Hrvaški ter omogoča 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 območij zunaj mest. Zmanjšane so lahko tehnične, prostorsko oblikovalske,
bivalne, gospodarske, socialne, kulturne in ekološke razmere do stanja neuporabnosti. V
primeru območja zunaj naselja, na katerem je zaradi človekove dejavnosti ali opustitve le-te
prišlo do degradacije, je njegova sanacija nujna. Da do takšnih situacij ne bi prišlo, je potrebno
nameniti posebno skrb za pravilno umeščanje tras novih cestnih povezav.
3. Ekološki vidik pomena obvoznic
Promet učinkuje na okolje že v prvi fazi, ko začnemo graditi prometnico. Prostorski planerji
želijo graditi predvsem po ravninah, ne na zamočvirjenih območjih, po možnosti še celo po
najboljših kmetijskih zemljiščih. Zaradi cene izgradnje je pomembno najti najkrajšo razdaljo.
Pri gradnji obvoznic po navadi načrtujemo tam, kjer je še prosto. Zopet se dotaknemo
kmetijskih zemljišč, po navadi najboljših. Umestitev ceste v pokrajino spremeni vizualni
pogled, ki mogoče na prvi pogled niti ni tako moteč, ker gre samo za podaljšek mesta oziroma
za urbanizacijo pokrajine. Poznan je primer avstrijskega Gradca, kjer obvoznica poteka v
tunelu pod mestom. Na ta način ohranimo kmetijsko pokrajino, zmanjšamo hrup in
onesnaževanje zraka. Vpliv umeščene ceste in s tem prometnih tokov se lahko odraža tudi na
varovanje okolja. Če mesto leži na prodnem območju in pitno vodo črpamo iz podtalnice je
potrebno načrtovati oljne lovilce. Iz vozil se odlagajo prašni delci gum, kapljice olj in ostale
nečistoče, ki z meteornimi vodami preidejo v podtalnico. Predvidevati moramo, da se lahko
zgodijo prometne nesreče, kjer lahko strupene tekočine npr. gorivo, olje itd., tudi preidejo
podtalnico. Škodljivo je celo pridelovanje vrtnin in živalske krme.
Hrup je naslednji negativni ekološki faktor. Pri vožnji skozi mesto je zaradi številnih križišč
prometna hitrost relativno nizka. Pri vsakem speljevanju se poveča hrup. Pri vožnji po mestni
obvoznici je prometna hitrost običajno konstantna in daljšo pot premagamo v krajšem času. S
tem se zmanjša tudi količina hrupa. Po Pravilniku o projektiranju cest (Ul. RS št. 91/2005,
spremembe 26/2006) se morajo glede na mejno vrednost hrupa izvesti ukrepi za protihrupno
zaščito. Protihrupne ograje še dodatno vizualno motijo podobo mesta. Zmanjšujejo turistični
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 rešimo s turističnimi
tablami.
Seveda imajo mestne obvoznice tudi več ekoloških prednosti, ki odtehtajo negativne stvari.
Navedimo nekatere:
a) zmanjšanje gneče na obstoječih cestah. Obstoječe ceste so namenjene izključno
uporabnikom, ki so namenjeni v mesto. Tranzitni promet se preusmeri na mestne obvoznice.
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Dunaj je znan po cestnih obročih ali ringih (nem. Ring). Tako lahko pri velikih mestih
obvoznice olajšajo dostop do posameznih delov mesta, saj lahko v mesto dostopamo iz
različnih smeri;
b) zmanjšanje prometnih nesreč. Vsi si želimo potovati z minimalnim časom. Zastoji na cestah
povzročajo nestrpnost pri voznikih, kar privede do nezbranosti pri voznikih in s tem do
povzročitve prometnih nesreč. Ekološko gledano pomenijo prometne nesreče dodatno
obremenjevanje okolja. Uničen avto pomeni dodatno obremenitev za okolje, v kolikor se ne
reciklira. Uničene gume, plastika, razlito gorivo lahko samo dodatno obremenjujejo okolje;
c) hitrejši dostop do končnega cilja. Po navadi predstavljajo obvoznice daljšo pot, ki jo pa
premagamo v krajšem času. V mestni logistiki je pomembno, da blago dostavimo v čim
krajšem času ob ustreznih stroških. Dokazano je, da je po mestni vožnji poraba goriva na sto
kilometrov za nekaj litrov večja kakor na obvoznicah. S tem se povečajo stroški podjetja in
posledično zmanjša dobiček podjetja oz. prevoznika;
d) zmanjšanje emisij CO2. Vpliv na onesnaževalca 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 enakomernejšo vožnjo brez večkratnih speljevanj in
pospeševanj, se zmanjša poraba goriva in s tem posledično tudi manj emisij CO2. To pomeni,
da manj ko je teh plinov, manj se bo ozračje segrevalo, manj bodo ljudje zbolevali;
e) zmanjšanje emisij CO. Avtomobili povzročajo 90% emisij CO. CO onemogoči prenos kisika
(s krvjo) po organizmu in učinkuje smrtno. Ta plin nastaja pri nepopolnem zgorevanju goriva.
Kakšne so posledice prometnih obremenitev okolja, je v veliki meri odvisno od značilnosti in
narave vsake pokrajine ter njenih samočistilnih sposobnosti. Samočistilne sposobnosti zraka
so še posebej majhne na območju nižin in dolin.
4. Primeri načrtovanja mestnih obvoznic
Na primerih mesta Celje, Bleda in Šentjurja poglejmo koncept umeščanja mestnih obvoznic.
4.1 Celjska obvoznica
Celje leži ob V. koridorju železniške in cestne povezave med jugozahodom in vzhodom (slika
2). Infrastruktura povezuje preko Slovenije Italijo in Avstrijo oz. Madžarsko. Prav tako je Celje
središče na prometni smeri med severom in jugom: Koroškega, Štajerskega in Dolenskega
območja. V tej smeri se načrtuje 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 rešilo. Pozicija AC odseka ob neposredni bližini mesta prevzema celo manjši del
prometnega toka med zahodom in vzhodom mesta.
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Slika 3: Projekcija možne celjske obvoznice
Vir: Publikacija Mesne občine Celje, 2000
Slika 4: Tretja razvojna os
Vir: www.mzip.gov.si/si/aktualno/
Torej na osnovi prometnih tokov AC odseka mimo Celja in načrtovane 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
tehnično-tehnološkega vidika cestnega prometa nesprejemljivo. Upravičeno lahko
pričakujemo k čimprejšnji izgradnji obvozne ceste. Kot za večina načrtovanja projektov, je
tudi tu prisoten problem za časovni zamik izgradnje kot sta prostorska umestitev obvoznice,
varianta vzhod ali zahod (slika 3) in določitev investitorja.
4.2 Blejska obvoznica
Mesto Bled je turistično pomembno središče za Slovenijo. Leži v neokrnjeni naravi ob
Triglavskem narodnem parku. Kot je za turistična mesta značilno, se tudi Bled »duši« v
prometni gostoti. Sedanja cesta skozi mesto preveč obremenjuje mestno območje. Tako že
dolgo časa (trideset let od prvih načrtov) načrtujejo izgradnjo obvozne ceste dobre tri
kilometre dolge. Investicijo južne blejske obvoznice, ki znaša skoraj 30 milijonov evrov, bodo
predvidoma začeli graditi prihodnje leto, dograjena bi bila konec leta 2015. Na podlagi
sprejetega prostorskega načrta bodo na Bledu lahko začeli postopke parcelacije in odkupov
zemljišč. Trasa z enim predoroma (Vir: Blaž Račič; Delo, 11. 6. 2012) se bo na Betinovem
klancu pred Bledom na krožišču odcepila in se usmerila proti jugu. Sekala bo cesti proti
Koritnem in Ribnem, med Kozarco in Stražo bodo zgradili predor, nato se bo nekaj sto metrov
od Pristave priključila na obstoječo cesto proti Bohinjski Bistrici.
4.3 Šentjurska obvoznica
Izbrana trasa načrtovane navezovalne ceste (slika 5 )se prične v prostoru pri priključku AC
Dramlje, se preko redko poseljenega območja spusti v dolino Kozarice, ki jo prečka z 280 m
dolgim viaduktom in se nato globoko vkoplje v greben Kozarice. Nato trasa doseže dolino
Kamenskega potoka, ki je do Kamenega še relativno široka. V nadaljevanju proti jugu, med
naseljema Kameno in Bezovje, pa se občutno zoži. Po dolini potoka je trasirana izmenično 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 široko
dolino Slomščice in Voglajne, kjer prečka potok Slomščico z 240 m dolgim viaduktom in se
nadaljuje z nadvozom dolžine 150 m, s katerim prečka dvotirno železniško progo Celje –
Maribor in vodotok Voglajno. Nato se v nasipu usmeri proti jugu po ravninskem delu med
Črnolico in Dolami in se nato priključi na regionalno cesto R2-424 proti Podsredi na
jugovzhodnem robu naselja Črnolica.
Trasa ne predvideva rušenja stanovanjskih stavb in gospodarskih poslopij ter se v čim večji
možni meri izogiba naseljem, s čimer se bistveno zmanjšajo morebitni neugodni vplivi zaradi
onesnaženja zraka in obremenitev s hrupom. S poteki mimo naselij se cesta izogne tudi vsem
območjem kulturne dediščine. Trasa je v prostor umeščena tako, da ne ruši naravnega
ravnovesja, ohranja koridorje za gibanje živali in s posegi na kmetijska zemljišča ne vpliva
bistveno na njeno rabo, za izgubljena kmetijska zemljišča pa zagotavlja nadomestna zemljišča.
Suhi zadrževalnik visokih voda Črnolica je načrtovan z namenom zadrževanja visokih voda
Voglajne in njenih pretokov v konicah visokovodnega vala, ki poplavno ogroža Šentjur
(predvsem njeno industrijsko cono) in naselja dolgoročno, zato bo imel ugoden vpliv tudi na
visokovodne razmere v Štorah in Celju. Načrtovan je na vzhodni strani mesta Šentjur, južno od
železniške proge med naseljem Trata in Nova vas. Za izgradnjo zadrževalnika je potrebno
zgraditi pregradne nasipe, na severu vzporedno z železniško progo, na zahodu pa v okviru
izgradnje nasipa cestnega nadvoza navezovalne ceste. Na vzhodnem delu bo zadrževalni
bazen segal do lokalne ceste Črnolica – Dole. Zadrževalnik je dimenzioniran na zaustavitev
655.000 m3 vode z največjo poplavno površino 44 ha. V občinskem podrobnem prostorskem
načrtu so določeni pogoji glede namembnosti posegov v prostor, njihove lege, velikosti in
oblikovanja, pogoji glede priključevanja na gospodarsko infrastrukturo, merila in pogoje za
parcelacijo, pogoji celostnega ohranjanja kulturne dediščine, ohranjanja narave, varstva okolja
in naravnih dobrin ter varstva pred naravnimi in drugimi nesrečami, pogoji varovanja zdravja
ljudi.
Slika 5: Trasa načrtovane šentjurske obvoznice
Vir: Kartografska osnova je v geopediji.
Trasa je narisana s pomočjo programskih orodij
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6 Zaključek
Mestne obvoznice lahko v veliki meri uničijo zemljišča in izgled pokrajine. Ali prostorski
planerji upoštevajo manj kakovostna zemljišča? Ali uničiti kmetijska zemljišča ali gozdove?
Kaj je trenutno več vredno gozdovi ali obdelovalna zemljišča? Ali bodo enakega mnenja še čez
10 ali 20 let? Kar nekaj teh perečih vprašanj se postavlja strokovni javnosti. Zavedati se
moramo, da brez uničenja narave pri gradnji cest verjetno ne gre. Če dobimo s tem možnost
za razvoj kraja, industrije, boljši dostop do turističnih krajev, varovanje okolja, potem je
smiselno načrtovati takšne obvoznice. Največ koristi ima samo mesto.
Literatura
1. RRD: Regijska razvojna družba d.o.o.: OBČINSKI PODROBNI PROSTORSKI NAČRT
POVZETEK ZA JAVNOST ZA NAVEZOVALNO CESTO DRAMLJE – ŠENTJUR IN ZADRŽEVALNIK
VISOKIH VODA VOGLAJNE, DOPOLNJEN OSNUTEK, november 2010.
2. Odlok o strategiji prostorskega razvoja Slovenije (OdSPRS) Ul. RS, št. 76/2004.
3. Pravilnik o projektiranju cest (Ul. RS št. 91/2005, spremembe 26/2006)
4. Zakon o prostorskem načrtovanju (ZPNačrt), Ul. RS, št. 33/2007, spremembe Ul. RS, št.
70/2008.
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School Centre Celje, Secondary School for Service Activities and Logistics Celje
Božidar Žibret, 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 Šentjur.
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: Blaž Račič; Delo, 11. 6. 2012) will split on Bet’s 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 Straža. About several hundred metres from
Pristava it will be connected to existing road to Bohinjska Bistrica.
4.3 Šentjur 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 Slomščica and river Voglajna, where
Slomščica 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 Črnolica and Dole. Later it is connected to the regional road R2-424 towards
Podsreda at the south-eastern edge of the village Črnolica.
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 Šentjur 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 Štore and Celje.
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Picture 5: The route of planned bypass in Šentjur
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 – ŠENTJUR 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 Prašnikar, univ.dipl.inž.tehnol.prom
Damijan Krašovec, dipl.inž.str
LOGISTIČNA PODPORA V KOMBINIRANEM PROMETU Z ZAMENLJIVIMI
ZABOJNIKI NA KONTEJNERSKEM TERMINALU LJUBLJANA
POVZETEK
Predstavljam vam delo v logističnem centru za transport zamenljivih zabojnikov s
strani odpreme in prihoda zamenljivih zabojnikov v točki prihoda - odpreme s cestnimi vozili
v odprto skladišče KT (kontejnerskega terminala v Ljubljani, na Letališki cesti 14) z operacijo
nakladanja - razkladanja s portalnim dvigalom. Poleg spada tudi operacija prejema in oddaje
dokumentov za tovorne pošiljke v dispečerskem centru KT. Operacija nakladanja in
razkladanja je popolnoma identična le , da poteka v obrnjenem vrstnem redu. Zato bom v
nadaljevanju obravnaval le postopek pri nakladanju menjalnih zabojnikov.
Menjalni zabojnik - zamenljivo tovorišče ( 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 služijo 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 tovorišču s ponjavo na
običajnih kamionih. Nekatere izvedbe zabojnikov imajo stranice ,vrata in streho iz pločevine.
Spet druge izvedbe so narejene kot hladilniki, cisterne ali pa namenski zabojniki . Mere
zabojnika so širina je 2,5 m, dolžina 7,15 m in višina 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 vzdolžni osi se premika po
železniških tirnicah v prečni smeri pa po portalu. Dviganje se izvaja z sprederjem. Pogonsko
moč dobiva z elektro motorji. Maksimalna obremenitev znaša 40.000 kg .
1. DOLOČITEV PROBLEMA
1.1. LOCIRANJE PROBLEMA
Osredotočil se bom na problem nakladanja zamenljivih zabojnikov na cestna vozila.
Postopek se začne, ko cestno vozilo - kamion za prevoz zamenljivih zabojnikov, vstopi na
območje KT, skozi dvižno rampo. Voznik dobi dokumentacijo (dokumenti tovora , navodila
špediterja, dokumenti dispečerja za naklad dotičnega zabojnika). Odhod v odprto skladišče
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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. OŽJE LOCIRANJE PROBLEMA
Ožja specifikacija se nanaša na čim krajši čas nakladanja. To pomeni čim krajšo pot
kamiona po območju terminala in čim manj opravkov za voznika in delavce KT.
1.3. ZNAČAJ PROBLEMA
Skrajšanje časa zadrževanja vozil na KT pomeni :
- večje število manipulacij v istem času,
- boljšo izkoriščenost motornih vozil,
- točnejša dostava blaga,
- boljši odnosi s strankami,
- manjše onesnaževanje okolja ( zaradi krajšega zadrževanja motornih vozil).
2. TEORETIČNO DOLOČILO
2.1. ANALIZA PRETEKLIH SPOZNANJ
Pretekla spoznanja temeljilo zgolj na izkušnjah zaposlenih na KT in pa strank, ki
uporabljajo storitve KT. Uporabna je tudi knjiga pritožb in pohval. Iz teh virov je razvidno, da
delavce zaposlene na KT moti, da stranke prihajajo istočasno (največja frekvenca nastane
zjutraj, to je ob začetku dela KT 600 , naslednja nastane po opoldanski malici 1000 in pa še
popoldan ob 1500), kar povzroča slabo voljo uslužbencev in strank.
Stranke pa moti, da je delo prekinjeno v času malice, kljub temu, da je delo na KT
deloma urejeno tako, da bi delo potekalo neprekinjeno ( dvojna ekipa dvigalistov, a na žalost
samo en dispečer ). Tako vsakodnevno prihaja do tega, da v času malice ni ne delavcev v
skladišču, in ne dispečerja. Ponavadi prihaja celo do tega, da najprej odide na malico
dispečerska ekipa, ko se le ta vrne, pa odidejo na malico še skladiščniki in dvigalisti. To pa
povzroča precej hude krvi pri strankah. Vsega tega je kriva slaba organizacija, nedisciplina in
samovolja delavcev. Pripomore pa tudi monopolni položaj KT, saj je naslednji najbljižji šele v
Beljaku v sosednji Avstriji.
2.2. PROSTORSKO DOLOČILO
Problem je prostorsko vezan na celotno območje KT na Letališki 14 v Ljubljani.
2.3. ČASOVNO DOLOČILO
Časovno se problem nanaša na delovanje KT zadnjih treh let, od kar je na KT poleg
klasičnega kontejnerskega transporta v porasti še kombiniran transport, ki vključuje tudi
oprtni vlak tipa A, B in C.
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3. UGOTAVLJANJE CILJA
Za cilj je postavljeno izdelava načrtov za skrajšanje časa zadrževanja cestnih vozil pri
nakladanju ali razkladanju na KT. Kot pomožni cilj je zadano skrajšati pot vozila po območju
KT in z informacijskim omrežjem odstraniti nepotrebne poti vozniku in pa delavcem KT.
3.1. PRIČAKOVANI REZULTATI
Čas zadrževanja vozila na KT se zmanjša minimalno za 30 % , pot vozila se zmanjša za
15 % , nepotrebne poti voznika in delavcev se v celoti odpravijo. Zmanjšajo se jutranja in
popoldanska konica, prekinitev dela ob malici pa se popolnoma odpravi.
4. METODE DELA
4.1. KADROVSKI PLAN
Za uresničitev cilja bi potrebovali strokovnjake s področja prometa in področja
komunikacij ( predlagam dva strokovnjaka s področja prometa zaposlena na KT, dva zunanja
strokovnjaka prometa in enega strokovnjaka za komunikacije). Potrebovali bi tudi
strokovnjaka spodročja 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 Železnic.
4.2. TERMINSKI PLAN
Za dosego cilja bi predvidoma zadostovala dva meseca. V tem času bi obdelali dejansko
stanje, premerili poti in vzpostavili teoretični plan, ki bi ga po potrebi kasneje dopolnili in
popravili.
4.3. MATERIALNO - FINANČNI PLAN
Materialno - finančni plan obsega plačilo strokovnjakov (predvidoma treh) za dva
meseca dela. Upoštevati moramo, da so storitve strokovnjakov zelo drage, zato jih je potrebno
omejiti na minimum. Računati 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 OBSTOJEČEGA STANJA
Stanje je ugotovljeno s stališča voznika cestnega vozila, ki želi naložiti zabojnik.
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a) Prihod na KT:
Vstop skozi dvižno rampo, parkiranje vozila na za to namenjenih pasovih. Voznik
izstopi iz vozila in odide v dispečersko pisarno oddaljeno od najbijžjega parkirnega mesta cca.
50 m.
b) Prihod v dispečersko pisarno:
Pisanje naloga za dvig zabojnika (izpiše ga voznik). Dispečer preveri, če je zabojnik
pripravljen za odpremo (če se nahaja v skladišču, če je ocarinjen in če je tehnično izpraven).
Če je vse v redu, potem dispečer izpiše dokumente za izdajo zabojnika in jih izroči vozniku.
Voznik se vrne v vozilo in se odpelje v odprto skladišče terminala, do pisarne v kateri se
nahaja skladiščnik.
c) Prihod v skladišče KT :
Voznik ustavi vozilo, izstopi iz vozila in odide v pisarno skladišča cca. 10 m, kjer odda
dokumentacijo za dvig zabojnika skladiščniku. Le ta s pomočjo radijske zveze sporoči
dvigalistu številko zabojnika in registrsko številko vozila na katero je potrebno naložiti
zabojnik. Voznik nato spet odide v vozilo in ponavadi sam poišče zabojnik, ki ga mora
prevzeti. Ko ga najde, ga pregleda, če je v stanju za prevoz. Nato parkira vozilo na najbljižji
prostor namenjen za nakladanje in ga pravilno obrne (deloma zato, ker je lažje obrniti vozilo,
kot pa poln zabojnik z dvigalom, deloma pa zato, ker je dvigalo že staro in zabojnikov
praviloma z njim ne obračajo za 180o ,ker je mehanski sistem že 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 (pomožnih delavcev, ki naj bi
opravljali to delo pa ponavadi ni). Voznik preveri zalivke na zabojniku in pritrdi zabojnik na
vozilo.
e) Odhod vozila s področja KT :
Voznik se odpelje izpod dvigala na vstopno - izstopno rampo, kjer še, na željo vratarja
pokaže dokumente, nato pa zapusti terminal.
S tem je časovno in prostorsko naš problem zaključen.
5.2. OBDELAVA PODATKOV IN ANALIZA
Iz podatkov je razvidno, da voznik prevečkrat zapušča vozilo ( to pomeni da vozilo ob
vsakem ustavljanju izključi in nato ponovno vključi, kar ni dobro ne za vozilo niti za okolje z
ekološkega stališča ), da bi ročno prenesel dokumente in podatke. Razvidno je tudi, da bi
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moral terminal obratovati tudi v času malice, da ne bi po prekinitvi dela ( ki traja od pol pa
tudi do ene ure ) zaradi malice, nastajala gneča. Z gnečo nastajajo problemi, nepravilnosti pri
delu, pomanjkanje parkirišč in obračališč in pa nesporazumi med ljudmi. Ugotovljeno je tudi,
da je potrebno na terminalu več reda in discipline s strani voznikov in zaposlenih, kar bi
pripomoglo k hitrejšemu delu.
6. SINTEZA SPOZNANJ IN PREDLOGI
Iz prejšnih točk je razvidno, da so pomanjkljivosti v organizaciji dela na KT in logistiki
prometa po prostoru terminala. V teh točkah se tudi dejansko stanje razlikuje od teorije. Iz
tega sklepam , da bi bilo potrebno na novo vzpostaviti prometni režim po KT. Potrebno pa bi
bilo tudi na novo vzpostaviti red in delo med malico.
Zato predlagam:
a) Glede prometnega režima:
Postavitev bivalnega kontejnerja na sredino voznih pasov v višini kamionske kabine,
tako da je možno verbalno komunicirati brez izstopanja voznika iz kabine. Tako bi se voznik
kamiona lahko ustavil poleg kontejnerja v katerem bi bila dispečerska služba 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 obračati. Prejem
zabojnika bi voznik potrdil s podpisom. Iz dispečerskega centra bi tudi upravljali z dvižno
rampo, ki bi omogočala ali preprečevala vstop vozilom. Vozila in vozniki, ki bi morali čakati
bodisi na dokumente, ali kakšne druge pogoje za vstop, pa bi čakali na parkirišču nasproti
dispečerske pisarne. Ko bi bil pogoj za vstop izpolnjen bi vstopili na terminal preko
dispečerskega centra in dvižne rampe.
Od tu bi ga pot vodila na pozicijo, kjer bi naložil zabojnik. V dispečerskem centru bi
takoj, ko bi računalnik natisnil dokumente za dvig zabojnika ( dokumenti vsebujejo točno
pozicijo, usmerjenost, stanje zabojnika, registrsko številko 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 številka vozila). Podatke pa bi
dobil tudi skladiščnik, ki bi preko radijskih mobilnih postaj obvestil pomožne delavce, ki se
nahajajo na terminalu.
Tako bi se v najkrajšem možnem času dobili na mestu za nakladanje vsi potrebni
elementi za opravljanje naloge. Da bi sistem deloval, bi bilo potrebno da dvigalist ali
skladiščnik vpiše pozicijo in usmerjenost zabojnika, ko ga postavi na prostor, ki ga določi
skladiščnik, le ta pa mora tudi ugotoviti in vpisati stanje zabojnika in zalivke (to delo ugotovitev stanja, naj opravi preko pomožnih delavcev na terminalu) v računalnik.
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Iz predlogov je razvidno, da je potrebno vzpostaviti računalniško mrežo med
dispečerskim centrom, kabino dvigala in skladiščno pisarno. Potrebno pa je na novo
vzpostaviti ali popraviti že obstoječo komuniciranje preko radijskih postaj.
b) Glede delovnega reda :
Z organizacijo delavcev je potrebno doseči neprekinjeno delo tudi v času malice. To pa
bi dosegli tako, da je vedno eden od dvigalistov v dvigalu, skladiščnik ali namestnik v
skladiščni pisarni in dispečer ali njegov namestnik v dispečerskem centru. Skratka polovica
moštva naj bi bila na delovnem mestu, polovica pa jih odide na malico, nato pa se zamenjajo.
Po preteku dveh časovnih obdobij za malico pa naj zopet delajo v polni postavi. To delo, bi
opravil strokovnjak organizacije dela, ki se na omenjeno področje spozna.
c) Tehnično stanje naprav
Vse naprave, ki so potrebne za delo je potrebno pripraviti v stanje brezhibnega
delovanja. S tem je mišljeno predvsem portalno dvigalo in pomožni sistemi za manipulacijo z
zabojniki. To delo naj opravi za to delo pooblaščeni servis.
ZAKLJUČEK
Iz tega seminarja sklepam, da bi se stroški za dosego cilja povrnili v obliki večje
storilnosti, boljših delovnih odnosov in manj napora pri nadaljnem delu. Finančno bi se
investicija izplačala predvidoma že po šestih mesecih normalnega obratovanja. Da se take
spremembe pri nas ne odvijajo hitreje, je kriva zastarela miselnost. Predvidevam, da bi z
takimi popravki logističnih problemov veliko doprinesli k boljšemu in lažjemu delu KT, kjer je
delo večinoma zelo naporno. Večino problemov bi lahko rešili s tem, da bi si rešitve podobnih
problemov ogledali na modernejših terminalih drugod po svetu. Uporabili bi le za nas
primerne rešitve. S tem pa bi prihranili, čas, denar in trud, ki bi nam koristil, da bi storili še
korak naprej in ta sredstva uspešno porabili za izboljšanje tujih rešitev.
LITERATURA IN VIRI
 Railways; William Morrow and company INC; New York 1982
 Transportni sistemi (predavanja in skripte);
Livij Jakomin; Fakulteta za Promet in pomorstvo, Portorož
 Transportna sredstva (predavanja in skripte);
Livij Jakomin; Fakulteta za Promet in pomorstvo, Portorož
 Knjiga pritožb in pohval; KT Ljubljana
 Osebne izkušnje
 Izkušnje zaposlenih v dispečerskem centru KT Ljubljana
356
Andrej Prašnikar, Engineer of Traffic Technology
DamijanKrašovec, 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 Letališka 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
Letališka 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). Portorož: Fakulteta za Promet
in pomorstvo.
Jakomin, Livij, Transportna sredstva (lectures and notes). Portorož: Fakulteta za
Promet in pomorstvo.
Book of Complaints at the Container Terminal Ljubljana.
The author’s personal experience.
Interwiews with employees of the Dispatcher’s Office at the Container Terminal Ljubljana.
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CRNA GORA, POMORSKA ŠKOLA, KOTOR
SPEC. SCI. MENADŽMENT U POMORSTVU
ELEMENTI LOGISTIČKOG SISTEMA
ABSTRAKT
Logistika, naučna i nastavna disciplina, potiče od grčke riječi „logistikos“ što znači vješt i
iskusan u procjeni svih elemenata potrebnih za donošenje optimalnih strateških i taktičkih
odluka. Posebno se odnosi na strategiju smještaja i obezbjeđivanja vojske i vojnih formacija na
terenu. Vojna logistika obuhvata transport, smještaj i obezbjeđivanje trupa, kao i transport,
skladištenje i održavanje vojne robe i tehnike. Tako se ta vještina prenjela i na oblast
poslovanja i transporta, gdje logistiku definišemo kao ukupne aktivnosti u postavljanju,
osiguranju i poboljšanju raspoloživosti svih osoba i sredstava, koja su predpostavka, prateća
pomoć ili osiguranje za tokove unutar jednog sistema. Logistika predstavlja sistem
rukovođenja 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 što predstavlja logistički sistem, kakva je struktura i područje
primjene logističkog sistema, kao i sadržaj logističkih zadataka i poslova.
Ključne riječi : logistički sistem; jednostepeni, višestepeni i kombinovani logistički sistem;
mikro, meta i makro logistički sistem
1. LOGISTIČKI SISTEM
Pod logističkim sistemom podrazumijeva se, u najširem smislu prostorno-vremenska
transformacija dobara i potrebnih informacija u procesu reprodukcije. Pod logističkim
procesima se podrazumijevaju poslovi i zadaci, od kojih zavisi realizacija logističkih usluga.
Logistički sistem je, jedan od podsistema preduzeća (proizvodnja, nabavka, prodaja,
istraživanje, razvoj, marketing i drugo).
Osnovna funkcija logističkog sistema je prostorno-vremenska transformacija dobara, koja se
odvija u procesima :
 transporta, pregrupisanja i skladištenja, gdje su bitni procesi tokova dobara
 pakovanja i označavanja, gdje su bitni procesi pomaganja tokova dobara
 dostavljanja i obrada naloga, gdje su bitni procesi tokova informacija
Nesmetano cirkulisanje dobara, između tačke izvora robe i tačke isporuke, pretpostavlja
odgovarajuću razmjenu informacija između učesnika u logističkom sistemu. Za logistički
kompleks je karakteristična povezanost procesa kretanja (transport) i procesa zadržavanja
(skladištenje).
To se može grafički prikazati pomoću mreže u kojoj su sve karike međusobno povezane. Tom
mrežom, osim robe, putuju ljudi i informacije. Na pojedinim karikama mreže, roba se često
zadržava, da bi se nakon toga nastavila kretati do svog odredišta, to jest mjesta isporuke.
Različito postavljenje karike u mreži predstavljaju i različite mogućnosti kretanja robe od
tačke preuzimanja do tačke isporuke. U tački preuzimanja, roba se prima od proizvođaća,
priprema za transport i distribuciju. Nakon transporta u tački isporuke, isporučuje se kupcu
(potrošaču).
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2.STRUKTURA LOGISTIČKOG SISTEMA
Zavisno od toga kako se roba kreće mrežom, razlikuje se i struktura logističkog sistema, koja
može biti :
 jednostepena
 višestepena
 kombinovana
2.1. JEDNOSTEPENI LOGISTIČKI SISTEM
Jednostepeni logistički sistem, karakterističan je po tome, što su tačke preuzimanja robe od
proizvođača i tačka isporuke potrošačima ili korisnicima, direktno povezane. Roba se kreće
direktno po mreži bez zadržavanja i dodatnih procesa skladištenja, sortiranja, ponovnog
pakovanja i drugo.
Slika 1 – jednostepeni sistem
Ovaj se sistem primjenjuje kada se roba šalje kupcima bez potrebnih usputnih zadržavanja.
Jednostepeni logistički sistem ima prednost u odnosu na ostala dva sistema, jer kod njega
prostor i vrijeme premošćuju direktnim tokom robe, što se pozitivno odražava na troškove
distribucije.
2.2. VIŠESTEPENI LOGISTIČKI SISTEM
Višestepeni logistički sistem je karakterističan po isprekidanom toku robe, od tačke
preuzimanja kod proizvođača do tačke isporuke potrošačima. Kod ovih sistema, tok robe se
prekida u najmanje jednoj tački. Najčešći razlozi prekidanja toka su potrebe pregrupisanja
robe u manje ili veće količinske jedinice.
Slika 2 – višestepeni sistem
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U prvom slučaju, roba, u tačku prekida dolazi u velikim količinama. Nakon određenog
pregrupisanja napušta je u malim količinama. U drugom slučaju, tačka prekida je tačka
koncentracije. Roba, do tačke prekida dolazi u manjim količinama. Tu se sakuplja, sortira i
pakuje u veće količinske jedinice i upućuje na tačku isporuke.
Ovaj se sistem primjenjuje kada robu nije moguće isporučiti bez dodatnih logističkih procesa
(sortiranje, ponovno pakovanje, grupisanje i slično) na tačkama zadržavanja. Primjena ovog
sistema, posebno dolazi do izražaja, pri otkupu poljoprivrednih proizvoda i obezbjeđivanja
regionalnih tržišta sa velikim količinama robe široke potrošnje.
2.3. KOMBINOVANI LOGISTIČKI SISTEM
Kombinovani logistički sistem karakteriše mogućnost direktnog i indirektnog kretanja robe
od tačke preuzimanja od proizvođača do tačke isporuke potrošačima. Naime, jedan dio robe
se kreće direktno bez zadržavanja do tačke isporuke, a drugi dio se privremeno zadržava u
tački prekida, da bi se nakon određenog pregrupisanja nastavio kretati do tačaka isporuke.
Slika 3 – kombinovani sistem
3. PODRUČJE PRIMJENE LOGISTIČKOG SISTEMA
Prema koncepciji, tzv. sistemne logističke teorije, postoje tri sistemna logistička kompleksa, i
to :
 mikro- logistički sistem
 meta- logistički sistem
 makro- logistički sistem
3.1. MIKRO – LOGISTIČKI SISTEM
Mikro– logistički sistem preduzeća, ima zadatak da osigura prevoz, skladištenje i isporuku
robe i materijala i, za to, odgovarajuće komunikacione veze i informacije između preduzeća.
Elementi mikro– logističkog sistema su : skladišta, transport, distribuciona mjesta i centri za
upravljanje mikrologističkim procesima. Mikro– logistički sistem ima unutrašnju
organizacionu politiku. Djeluje u pravnim granicama preduzeća. Sistemi mikro– logistike
mogu se razlikovati prema zadacima i ciljevima organizacija u kojima djeluju. S obzirom na te
ciljeve, razlikuje se logistika preduzeća (poslovna logistika), vojna logistika, bolnička logistika
i slično.
Logistika preduzeća ili poslovna logistika se može raščlaniti prema zadacima preduzeća u
procesu reprodukcije na : industrijsku, trgovačku, uslužnu logistiku i logistiku ostalih
preduzeća. Kod industrijske logistike, neophodno je praviti razliku između logistike u pogonu
i među pogonima, a kod trgovačke logistike, između logistike nabavke i logistike distribucije.
Mikro– logistikom preduzeća se osigurava da svaki dio preduzeća bude na vrijeme i uz
minimalne troškove obezbjeđen potrebnim predmetima rada (materijali, sirovine, djelovi,
poluproizvodi i slično) i informacijama.
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3.2. META – LOGISTIČKI SISTEM
Meta– logistički sistemi su, zapravo interorganizaciona politika koja prelazi pravne granice
preduzeća. Karakteristični su po kooperativnim odnosima između preduzeća koja učestvuju u
premještanju dobara.
Jedan meta– logistički sistem ne obuhvata cijeli transport robe u jednoj nacionalnoj privredi,
kao ni transportne sposobnosti samo jednog preduzeća, već promet niza preduzeća koja rade
u jednom marketinškom kanalu. Ti se sistemi mogu međusobno razlikovati prema vrsti
preduzeća koja sarađuju pri obavljanju logističkih zadataka. Saradnja može biti horizontalna,
to jest saradnja između preduzeća koja obavljaju usluge na istom nivou logističkih kanala
(npr. između špediterskih preduzeća) i vertikalna saradnja, to jest saradnja između preduzeća
na različitim nivoima logističkog kanala (npr. između proizvođača, transportera, špeditera i
potrošača).
Tako je moguća saradnja između specijalizoivanih regionalnih špeditera (npr. zajednička
otprema pošiljki), transportnih preduzeća i različitih vrsta prevoza ili između iste vrste
prevoza (npr. zajedničke radionice za servis vozila, saradnja pri formiranju zajedničkog
transportnog lanca), distributivnih centara, proizvodnje i trgovine, kao i između špediterskih i
transportnih preduzeća. Opseg i intenzitet saradnje zavisi od udjela pojedinih učesnika koji
učestvuju u ukupnim robnim tokovima logističkog lanca.
Prema tome, putem saradnje se vrši podjela rada u logističkom kanalu, što uslovljava niz
prednosti za svako od preduzeća koje u njoj učestvuju.
Prednosti saradnje koje se ostvaruju u logističkom kanalu, za pojedine učesnike, ispoljava se
kroz :
 smanjenje pojedinih poslova i zadataka u logističkom kanalu (npr. može se smanjiti
obim skladištenja za isti proizvod na više nivoa logističkog kanala)
 racionalnije korišćenje transportnih sredstava i opreme, kao i otklanjanje uskih grla u
logističkom kanalu
 ubrzavanje robnog toka i povećanje kvaliteta logističkih usluga (npr. ubrzanje robnog
toka može se postići kroz formiranje transportnog lanca i usklađivanje informacionih
tokova, a bolji kvalitet logističkih usluga se postiže uključivanjem logističkih usluga, tj.
boljim servisom opsluživanja).
3.3. MAKRO – LOGISTIČKI SISTEM
Makro– logistički sistem obuhvata mikro i meta– logistički sistem u jedan jedinstven sistem,
koji predstavlja jedan podsistem privrede neke zemlje. Kriterijum za izbor i objedinjavanje
logističkih elemenata u makro– logistički sistem je njihovo učestvovanje u akcijama koje
doprinose prostornom savladavanju i vremenskom skraćivanju premještanja predmeta rada u
procesu reprodukcije.
Logističke aktivnosti počinju (saradnja sa dobavljačima) i završavaju, van preduzeća (kroz
odnose sa kupcima preko kojih se vrši plasman proizvoda na tržište). Makro– logističkim
sistemom, obuhvaćene su, ne samo sve logističke akcije preduzeća u zemlji, već i one iz
međunarodne razmjene dobara.
Razvoj računarske (kompjuterske) tehnologije omogućio je povezivanje i usklađivanje
prevoza robe putem integralnog transporta, i to unutar zemlje i prema inostranstvu. Prema
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tome, makro– logistički sistem čini neposredna okolina u kojoj se nalaze mikro– logistički i
meta– logistički sistemi.
4. SADRŽAJ LOGISTIČKIH ZADATAKA I POSLOVA
Logistički kompleks se može razgraničiti prema sadržaju logističkih zadataka i poslova na :
 sistem dostavljanja i obrade narudžbi
 transportni sistem
 sistem skladištenja
 sistem upravljanja zalihama
 sistem pakovanja
Ulazne podatke (input) logističkog sistema predstavljaju ulaganja u logističke procese, a
izlazne podatke (output) logistički učinci i logističke usluge.
Za uspješno obavljanje logističkih poslova i zadataka uz kvalitetne stručne kadrove
neophodan je dobar informacioni sistem. Informacioni sistem ima zadatak da predstavlja
funkcionalnu vezu između elemenata potražnje i nosioca distribucije u cilju približavanja
proizvoda kupcima.
Informacije se razmjenjuju prije, za vrijeme i nakon toka dobara, one ga izazivaju, prate i
objašnjavaju, kontrolišu i slijede, te potvrđuju ili ukazuju na greške. Zato su tokovi informacija
takođe logistički procesi.
LITERATURA
14. Bloomberg D., LeMay S., Hanna J., Logistika, Zagreb 2006.
15. Dragović B., Pomorske trehnologije transporta i logistika, Podgorica 2009.
16. Drašković M., Integrisana marketing logistika u sistemu menadžmenta Luke Bar, Kotor
2008.
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