CONTAINER TRANSPORT IN SLOVENIA AND ITS DEVELOPMENT

Geografski položaj Slovenije in s tem v povezavi položaj Slovenskih železnic, ter ključnega pristanišča Koper, je v primerjavi z mrežami in smermi sosednjih železnic zemljepisno ugodno umeščen. Strateška prednost in geografski položaj Slovenije pa še ne zagotavljata, da bodo prometni tokovi čez njo tudi v resnici izbrani. Sosednje države, ki si prizadevajo prevzeti čim več tovora, bi lahko z obvoznimi potmi prek svojih ozemelj bistveno poslabšale naš položaj. Da bi se izognili takšnemu scenariju, je potrebno vlagati v razvoj infrastrukture, suprastrukture in kadrov, kateri tako ali drugače sodelujejo pri načrtovanju in izvedbi transporta ter razvoju in modernizaciji terminalov. Do polovice dvajsetega stoletja je bil transport tovora čez morja in oceane stroškovno, časovno in delovno zelo intenziven proces. Paketi tovora so bili locirani v velikih košarah ali vrečah. Manipulirali so se kos za kosom. Te košare so se nalagale individualno na vlak ali tovornjak. Nato so se pripeljale v luko. Na dokih so vsako posamezno košaro razložili iz tovornjaka ali vlaka. Sledilo je njihovo nalaganje na ladjo, torej v ladijsko skladišče oziroma podpalubo. Ta težaven in dolgotrajen postopek se je v obratnem vrstnem redu ponovil v kraju destinacije. Natovarjanje je opravilo približno večja skupina delavcev in ker je potekalo počasneje, je bil rezultat tako počasnih manipulacij večdnevno stanje ladij v luki. Seveda se danes kažejo ladijski prevozi v drugačni luči. Globalizacija kontejnerskega prometa je pod velikim pritiskom zahtev in želja naročnikov. V kontejnerski plovbi so se pokazale zahteve po celostnem obdelovanju svetovnih trgov, s tem so bili ladjarji primorani posodobiti servise in vzpostaviti zveze z novimi svetovnimi pristanišči. Za sodoben prevoz kontejnerjev je zelo pomembno, da je njihovo poslovanje usklajeno z osnovnimi zahtevami transportne logistike. To pomeni, da se kontejner nahaja na pravem mestu, ob pravnem času, ki je odvisen od voznega reda ladij. Veliki ladjarji, ki bi radi zadovoljili stranke, so začeli ponujati celotne prevozne storitve. Tako se je njihova prevozna storitev razširila s pomorskega na kopenski del poti, s čimer ponujajo storitve prevoza kontejnerjev od vrat do vrat. Kontejnerski transport je rastoče tržišče, v katerem se je količina tovora v zadnjem desetletju podvojila. Povečevanje uporabe kontejnerjev je kazalo potrebo po koordinaciji med različnimi vejami transporta in po standardizaciji dimenzij ter oblik kontejnerjev. Ravno vsestranska uporabnost kontejnerja v vseh vejah transporta predstavlja gonilo razvoja kontejnerizacije. Kontejnerski pomorski transport je bistvenega pomena za procese globalizacije ter ustvarja pogoje za vse večjo širitev svetovne trgovine. Kontejnerizacija, ki je eden izmed metod unitizacije, ima velike prednosti in ekonomske učinke v primerjavi s klasičnim manipuliranjem in transportom blaga. V slovenskem prostoru ima kombinirani transport še vedno premajhno veljavo, vendar se v zadnjih nekaj letih že opažajo vidni napredki. Z uvajanjem kompletnih kontejnerskih vlakov za prevoz avtomobilov in uvajanjem prevoza polprikolic in prikolic, se vedno bolj uveljavlja načelo »od vrat do vrat«The geographical position of Slovenia and therefore the position of Slovenian railways and the most important harbour in Koper are, compared to other networks and directions of our neighbour state’s railways, geographically favourably placed. The strategic advantage and geographical position of Slovenia do not automatically assure that the traffic flows will be carried out. Our neighbour’s states, which are aiming to take over as much cargo as they can, could by introduction of slip roads though their land severely deteriorate our position. To avoid such scenery it is a necessity to invest into the development of infrastructure, superstructure and workers who are involved into this process of planning and execution of transport, development and modernization of the terminals. Until the first half of the twentieth century the transport of cargo over sea and oceans was very expensive, time consuming and overall an intensive process. The packages of the cargo were located in the big baskets or sacks, manipulated peace by peace. These baskets were loaded individually on the train or truck. Then there were brought to the harbour where they were unloaded on the docks. What followed was the process of loading all these baskets on the ship, into the ship’s lower deck. This process was then done again, reversely, at the destination. The loading was carried out by a larger group of workers and because of the slower execution the ships had to stay in the harbour for days. But nowadays the ship transportation is shown in a much different way. The globalisation of the container traffic is under a large pressure due to demands and requests of the costumers. In the container shipping the demands of processing the world’s markets in totality grow and therefore the ship owners were forced to update their services and make connections with new harbours all over the world. For a contemporary container transport is essential that their operations are adjusted with basic demands of transportation logistic. This means that the container must be on the right place at the right time, which depends of the ship’s timetable. The big ship owners, who would like to satisfy their costumers, started to offer total transport services. So their transportation service expanded from the sea to land what enables them to transport the containers from door to door. The container transport is a highly growing market in which the amount of cargo doubled in the last decade. The escalation of container usage showed the need of coordination between different transportation branches and of standardisation of dimensions and container shapes. The versatility of the container usage in all branches of transport represents the driving gear of the development of containerisation. The container sea transport is essential for the process of globalisation and also creates conditions for expansion of the world trade. Containerisation, one of the methods of unitisation, has big advantages and economic effects compared to classical manipulation and cargo transportation. In Slovenian environment the combined transport is not recognised as it should be, but we can see some progress in the last few years. By introducing the complete container trains for transport of cars and transport of semi-trailers and trailers is the principle “from door to door” more and more put into forc