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V prvem poglavju diplomskega dela bo sprva govora o podrobnejšem opisu električnih avtomobilov. Spoznali bomo razvoj e-avtomobilov, njihovo proizvodnjo in uporabo ter si pogledali njihove konstrukcijske značilnosti. Osredotočili se bomo tudi na značilnosti baterij. Sledil bo podroben vpogled v intermodalni prevoz avtomobilov. Najprej bo beseda stekla o klasičnem intermodalnem prevozu avtomobilov, ki temelji na Ro-Ro tehnologiji pretovora. Nato si bomo ogledali pomorski, železniški in cestni prevoz, zaključili pa bomo z najhitrejšim in nedvomno najdražjim – z zračnim prevozom avtomobilov. Sledila bo natančna predstavitev intermodalnega prevoza avtomobilov v pomorskih ISO zabojnikih, vključno z njegovimi prednostmi in pomanjkljivostmi, s poudarkom na tehnologiji prevoza avtomobilov, pripravi zabojnikov in avtomobilov, namenjenih prevozu. Nato bo pozornost namenjena intermodalnemu prevozu e-avtomobilov, vključno s tehnološkimi postopki in posebnostmi ter tveganji in težavami, povezanimi s prevozom. Nazadnje bomo spregovorili o pretovoru avtomobilov v koprskem pristanišču in prihodnjih novostih s področja intermodalnega prevoza električnih avtomobilov. The first chapter of the herewith diploma work introduces a more detailed description of electric cars. We will take a look at the evolution of electric cars, their production and actual use along with their key structural components. Moreover, we will also focus on the properties of the electric vehicle batteries. A detailed insight into intermodal car transport will follow. First of all, we will talk about the classic intermodal car transport based on Ro-Ro transhipment technology. Then we will examine the sea, rail and road freight transport to conclude by introducing the fastest and undoubtedly the most expensive one – the air freight. This will be followed by a detailed presentation of the intermodal transport of cars in maritime ISO containers, including its advantages and disadvantages, still focusing on the car transport technology, and preparation for container car shipping. Next, our attention will be turned to the intermodal transport of e-cars, by later including both the technological procedures and specifics, as well as the risks and issues, related to the transport. Finally, we will take a closer look into car handling in the Port of Koper and future developments in the field of intermodal transport of electric cars.

V magistrskem delu sem obravnavala tematiko pretovora generalnih tovorov (angl. break bulk) v Luki Koper. Pretovor in manipulacije izvajajo na PC Generalni tovori, katerega sestavi del so terminal generalnih tovorov, terminal za les, terminal hlajenih tovorov, distribucijski center in terminal živih živali. V teoretičnem delu je pojasnjen termin generalni tovori, osrednje poglavje magistrskega dela pa je predstavitev PC Generalni tovori v Luki Koper, navedba ključnih blagovnih skupin generalnih tovorov, načinov manipulacij in transporta s tovorom ter glavnih trgov, na katere je blago usmerjeno. Druga polovica magistrske naloge se osredotoča na primerjavo pretovora generalnih tovorov v Luki Koper s konkurenčnimi pristanišči v severnem Jadranu. Na osnovi primerjave pretovora so v končnih poglavjih predstavljene ideje in možnosti nadaljnjega razvoja ter optimizacije dela z generalnimi tovori v Luki Koper ter njene primerjalne prednosti v primerjavi s konkurenco. In my master's thesis, I discussed the topic about the advantages of Port of Koper in transshipment of general cargo (break bulk). Transshipment and manipulations of break bulk in Port of Koper are performed on the PC General Cargo terminal, which consists of a general cargo terminal, wood terminal, refrigerated cargo terminal, distribution center and live animal terminal. In the initial part of the master's thesis is theoretically described and explained, what break bulk cargo is. The central and at the same time the key chapter of the master's thesis is the presentation of PC General Cargo terminal in Port of Koper and the presentation of the most important break bulk product groups and key markets to which the cargo is delivered. The second half of the master's thesis is dedicated to the comparison of break bulk throughput in the Port of Koper with their competition. Based on the comparison of break bulk throughput, the concluding chapter presents ideas and possibilities for future development and optimization of break bulk throughput at PC General Cargo terminal in the Port of Koper.

V diplomski nalogi je predstavljen prevoz sveže paprike iz tretjih držav v Evropsko unijo. Predstavljene so lastnosti sveže paprike ter transportna sredstva in skladišča, primerna za varen premik blaga iz denimo Izraela v Evropo prek Luke Koper. Podane so lastnosti delovanja hladilnih trgovskih verig, pri katerih so posebej izpostavljene zahteve, ki jih narekuje trenutni trg. Pri tem naj omenim, da je vsak od nas potrošnik in da kot taki vsi stremimo k svežini produktov, to posebej velja izpostaviti za sveže sadje in zelenjavo, ki imajo zaradi svojih lastnosti precej kratko življenjsko dobo. V nalogi je posebej analiziran primer organizacije prevoza paprike iz Izraela v Evropsko unijo ter opisane razlike, ki se pojavijo pri prevozu istega blaga iz Egipta, ki je prav tako ena od tretjih držav, ki Evropo oskrbuje s papriko v zimskih mesecih. V tem obdobju evropski trg zaradi podnebnih lastnosti ni samozadosten za omenjeno blagovno skupino. This paper presents the transport of fresh peppers from developing countries to the European Union. Properties of fresh peppers are presented as well as the means of transport and storage suitable for safe transfer of goods from, for example, Israel to Europe via the Port of Koper. Characteristics of cold retail chain operation are stated in the paper, which also highlights the requirements dictated by the current market. Everyone should be aware that we are all potential consumers and as such we all desire fresh products. This is especially related to fresh fruit and vegetables, which, due to their properties, have a fairly short lifespan. The paper analyses an example of pepper transport organization from Israel to the European Union, and it describes the differences that may arise in the transport of the same commodity from Egypt, another developing country, which supplies Europe with peppers during the winter. In this period, Europe is not self-sufficient in this commodity group due to its climate.

Glavna tema magistrskega dela je razvoj koprskega pristanišča oz. avtomobilskega terminala tako s tehnološkega kot tudi z infrastrukturnega vidika z namenom ohranjanja konkurenčnosti ostalim terminalom v Evropi. V uvodnem delu je predstavljena tema ter nameni in cilji magistrskega dela. Predstavljeni so osnovni pojmi, povezani z izbrano tematiko. Predstavljeno je pristanišče Luka Koper d.d. in njegov razvoj do leta 2025 z vpogledom do leta 2030. Jedro magistrskega dela predstavlja predstavitev avtomobilskega terminala v Luki Koper ter tesno povezanega podjetja Avtoservis Koper, ki deluje znotraj pristanišča. Predstavljene so vse pridobitve in pristaniški načrti za obratovanje avtomobilskega terminala. Na podlagi anketiranja transportnologističnih podjetij so pridobljene informacije o potrebah nadaljnjega razvoja. Kratek intervju z vodilnim avtoterminala glede nadaljnjega razvoja. Opravljena je tudi multikriterijska analiza šestih izbranih terminalov v Evropi, s katere pomočjo sta izbrana najboljši in najšibkejši avtomobilski terminal. The main topic of the master's thesis is the development of the Port of Koper and car terminal from a technological and infrastructural point of view, in order to maintain competition against other terminals in Europe. The introductory part presents the topics and purposes and goals of the master's thesis. At the beginning, the basic concepts that are used in today's everyday life and are related to the chosen topic are first presented. Follows a presentation of the Port of Koper and its development until 2025 with an insight into 2030. The core of the master's thesis is the presentation of the car terminal in the Port of Koper and the closely related company Avtoservis Koper, which operates within the port. All new acquisitions and Port plans of the car terminal are presented. For further development information was implemented a survey of transport and logistics companies. A brief interview with the leader of the car terminal regarding further development of it. A multi-criteria analysis of six selected terminals in Europe was also performed, which shows the best car terminal and the weakest based on the selected criterions.

Traditionally, ports have been regarded as hubs responsible for the reception of ships and passengers, but nowadays they have a much wider economic function, being clusters of various activities directly or indirectly linked to maritime transportation and seaborne trade, among which container traffic is the most important segment. The Port of Rijeka as the largest Croatian cargo port, positioned in the North Adriatic Sea, has exceptional but not fully exploited opportunities for further economic development of importance not just for the port and the city but for the Republic of Croatia as well. In addition, its geostrategic position makes it an important international port for Central and South Eastern European countries. The aim of this paper is to investigate and identify the current position of the Port of Rijeka (hereinafter Rijeka) in relation to the container business and, using Benchmarking as the research method, to analyse the established five main factors that have to be taken into consideration where its efficiency is compared to the statistically proven “best container port” in the region – the Port of Koper (hereinafter Koper). The results show significant competitive advantages of the Port of Koper almost in any of the analysed factors. Therefore, recommendations are given for further actions and improvement according to the natural advantages that Rijeka has to utilize in order to enhance its competitiveness and overall performance.

Mesta s pristanišči in pristanišča s kontejnerskimi terminali hitro razvijajo ob nenehnem vlaganju v najsodobnejšo tehnologijo, ob raznolikih in zmogljivih manipulacijskih sredstvih ter usposobljenih in strokovnih delavcih. Poleg vlaganja v opremo, je potrebno le-to tudi redno vzdrževati, saj le ustrezno delujoča mehanizacija lahko nemoteno opravlja svojo funkcijo. V nalogi sem se osredotočil na delovanje obalnega kontejnerskega dvigala, ki je le eno, sicer verjetno najprej opazno, izmed številnih specializiranih delovnih sredstev na kontejnerskem terminalu. Kot so se povečevale kontejnerske ladje, da bi, skladno s konceptom ekonomije obsega, strošek na prepeljano enoto postal čim manjši, tako so se morala prilagajati pristanišča, ki so želela ostati konkurenčna in biti zmožna sprejema takih ladij. Višina in razširitev dvigala sta namreč neločljivo povezani z največjo velikostjo plovila, ki ga je mogoče sprejeti v pristanišče. Na ta način postane odločitev o naložbi v obalna kontejnerska dvigala tudi strateška izbira - terminal lahko služi večjim plovilom ali pa ne. Ne gre torej le za tehtanje donosnosti naložbe, pač pa za odločitev o nadgradnji žerjavov, saj se na ta način ustvarja pogoje, ki so za prihodnost terminala lahko ključni. Pri modernizaciji terminala nastanejo velike investicije, ki si jih investitor vrača s pomočjo amortizacije pri dvigalih je to 20 let, vendar ne za vse elemente dvigala, kar je treba smiselno upoštevati. Da bi delovanje dvigala bilo učinkovito, je potrebna skupina 15-ih ljudi, od katerih sta v 8-urni izmeni dva žerjavista. Dvigalo potrebuje električno energijo, koliko le-te porabi na uro, pa je odvisno od sodobnosti dvigala. Kot je že omenjeno, je dvigala potrebno vzdrževati, da se preprečijo nepričakovane okvare in s tem povezane izgube in stroški. Stroški vzdrževanja pa so odvisni predvsem od starosti in režima uporabe dvigala. Tem stroškom je potrebno dodati še stroške zavarovanja dvigal. Na osnovi teh podatkov in načrtovanega pretovora, terminalisti pripravijo tarife, s katerimi morajo pokriti vse stroške, a hkrati ostati konkurenčni drugim pristaniščem v regiji. Tudi v koprski kontejnerski terminal je bilo v zadnjih letih vloženo veliko finančnih sredstev v opremo in infrastrukturo. Nabava dveh novih, zmogljivejših dvigal, Super Post Panamax, se je izkazala kot dobra naložba, saj je s tem omogočeno, da lahko v pristanišče priplujejo tudi ladje velikanke, ki pristanišču zagotavljajo pomembne direktne povezave z najpomembnejšimi svetovnimi tržišči. Port cities and container terminal ports are rapidly evolving with continuous investment in state-of-the-art technology, with diversified and powerful manipulation tools and trained and skilled workers. In addition to investing in equipment, it must also be regularly maintained, as only properly functioning machinery can perform its function smoothly. In my thesis, I focused on the operation of a coastal container lift, which is only one of the many, probably the first, notable first among the many specialized work aids at a container terminal. As container ships grew in order to minimize the cost per unit transported, in line with the concept of economies of scale, ports that wished to remain competitive and be able to accommodate such ships had to adapt. The height and extension of the lift are inextricably linked to the maximum vessel size that can be taken into port. In this way, the decision to invest in offshore container lifts also becomes a strategic choice - the terminal may serve larger vessels or not. It is not only a matter of weighing the return on investment, but of deciding whether to upgrade the cranes, as this creates conditions that can be crucial for the future of the terminal. With the modernization of the terminal, large investments are made that the investor returns through depreciation for lifts, this is 20 years, but not for all elevator elements, which should be reasonably taken into account. In order for the lift to operate effectively, a team of 15 people is needed, two of which are cranes in an 8-hour shift. The elevator needs electricity, and how much it consumes per hour depends on the modernity of the elevator. As mentioned earlier, lifts must be maintained to prevent unexpected damage and associated losses and costs. Maintenance costs depend primarily on the age and operating mode of the lift. The cost of securing elevators should be added to these costs. Based on this information and the planned throughput, terminalists prepare tariffs that cover all costs while remaining competitive with other ports in the region. The Koper Container Terminal has also been heavily invested in equipment and infrastructure in recent years. The acquisition of two new, more powerful lifts, the Super Post Panamax, has proven to be a good investment, enabling giant ships to enter the port, providing the port with important direct connections to major global markets.

V diplomskem delu bomo predstavili kritično infrastrukturo s poudarkom na našem edinem pristanišču, kot enem izmed objektov kritične infrastrukture. Pojem kritične infrastrukture velja za kompleksnega in zahtevnega. Označuje tisto infrastrukturo, ki je bila na podlagi vseh sektorskih in medsektorskih kriterijev določena za kritično infrastrukturo. Njena pomembnost je tako velika, da bi v primeru prekinitve njenega delovanja ali celo uničenja močno ogrozili tako življenja ljudi kot tudi delovanje same države nasploh. Predstavili bomo pravno podlago, ki obravnava dotično področje. Na nacionalni ravni je to Zakon o kritični infrastrukturi, na nivoju Evropske unije pa Uredba o evropski kritični infrastrukturi ter ostale podzakonske akte. V nadaljevanju se bomo osredotočili na varovanje našega pristanišča, kot enega izmed objektov kritične infrastrukture, ki je mednarodno priznano in ki obenem predstavlja povezavo Srednje Evrope s preostalim delom sveta. Predstavili bomo pravno podlago, ki ureja varovanje, ukrepe in pooblastila varnostnikov s poudarkom na varovanju pristanišča, ki je specifično in se razlikuje od varovanja drugih objektov, in sicer trgovin, lokalov in drugih objektov. Ker je koprsko pristanišče objekt kritične infrastrukture, je vzpostavitev mehanizmov za samo zaščito ključnega pomena. Vključujoč zgolj pravno podlago, ki se nanaša na kritično infrastrukturo, na njeno varovanje in zaščito ne bi bilo dovolj za tako uspešno upravljanje koprskega pristanišča in varovanja le-tega. Zaradi navedenega so poleg zgoraj omenjene pravne podlage zasluženi še vsi interni akti, varnostno-tehnični sistem in ne nazadnje zaposleni v pristanišču z visoko pripadnostjo podjetju s Področjem pristaniške varnosti na čelu, ki se zavedajo pomembnosti in resnosti poklica, ki ga opravljajo v pristanišču. Diplomsko delo smo zaključili s potrditvijo prve zastavljene hipoteze: »V stalne ukrepe za zaščito kritične infrastrukture spadajo vsi ukrepi varnostnikov, ki jih določa Zakon o zasebnem varovanju«, in z zavrnitvijo druge, ki se glasi: »Država zagotavlja ustrezne podlage za učinkovito varovanje kritične infrastrukture«. Glede na to, da se temu področju šele v zadnjem času namenja več pozornosti imamo dobra izhodišča za nadaljnje urejanje varnosti kritične infrastrukture. In the herewith thesis we will talk about the critical infrastructure by focusing on just the only Port we do have in terms of being as one of the critical infrastructure facilities. The very concept of the critical infrastructure is considered to be both complex and challenging. It indicates the infrastructure that has been designated as critical on the basis of all sectoral and cross-sectoral criteria. Its importance is so great that in the event of an interruption of its own operation or even destruction, it would seriously endanger both the lives of the people and the general functioning of the country itself. Moreover, legal basis of the matter in question will be then introduced. On the national level it is to take into consideration the Critical Infrastructure Act and on the European Union level we should respect both the European Critical Infrastructure Regulation and all the other by-laws that may certainly prove helpful. As we proceed, particular attention will be placed on the protection of our port, being as one of the critical infrastructure facilities that is internationally recognized and at the same time represents the connection between Central Europe and the rest of the world. In addition, legal basis that regulates security, measures and powers delegated to the security officers, with emphasis placed upon port security which is no doubt quite specific and different from the security offered to other facilities, such as shops, outlets and other premises, will also be introduced. Given that the Port of Koper is in fact an object of critical infrastructure, establishing self-protection mechanisms is crucial. Including only the legal basis closely connected to the critical infrastructure, its security and protection would not be sufficient when it comes to successfully manage and protect the Port of Koper. What is more, to the aforementioned legal basis, all the internal acts, the security and technical system, and the employees working at the Port, being devoted and loyal to the company they work for, the merit should be attributed to. The fact is that they are the ones who are aware of the importance and seriousness of the profession they perform in the port. The diploma thesis was completed by confirming the first hypothesis stated: "Among the permanent measures implemented by the security guards to protect the critical infrastructure include all security measures stipulated by the Private Security Act". It is to underline that we had to reject the second hypothesis that was as follows: "The State provides adequate basis for an effective protection of the critical infrastructure". Considering the fact that more attention has only recently been devoted to this issue, we still have good starting points for further regulation of the critical infrastructure security.

Magistrska naloga je osredotočena na vlogo pomorskega terminala za avtomobile v logistiki avtomobilov. Analiza terminala za avtomobile v Kopru nakazuje potrebo po širitvah dostavnih poti in območij, kjer se skladiščijo avtomobili. Eden izmed ciljev naloge je opis modela, kjer se za skladiščenje avtomobilov uporablja zaledni terminal, vendar s tem upravlja pristanišče, kot z delom pomorskega terminala za avtomobile. Koncept zalednega terminala je predstavljen kot alternativa, ki je namenjena povečanju pretoka avtomobilov znotraj pomorskega terminala za avtomobile. Magistrska naloga opredeljuje koncept zalednega terminala v dveh izvedenkah. Prva je namenjena blaženju dohodnih tokov avtomobilov iz zaledja v pristanišče in je locirana v neposredni bližini pristanišča, druga pa blaženju izvoznih tokov avtomobilov iz pristanišča v zaledje in je locirana v bližini trga kupcev. Za cilje raziskave je opravljena analiza trenutnih dohodnih in izhodnih tokov avtomobilov v terminalu za avtomobile. Ob uporabi metodologije je opravljeno umeščanje zalednega terminala v prostor. Z analizo zakonodajnih in prostorskih usmeritev se je določila lokacija posamezne izvedenke zalednega terminala. Za vsako je opredeljena zasnova delovanja, ki jo podpirajo kopenske transportne povezave, pravni pogledi glede odgovornosti, organizacija dela ter zagotavljanje pretoka informacij. Na podlagi prostorskih omejitev posamezne lokacije so opredeljene možne ovire pri vzpostavitvi zalednega terminala. Z analiziranjem je ocenjena ustreznost koncepta zalednega terminala kot celote in način uporabe posamezne izvedenke. V raziskavi je ugotovljeno, da je uporaba zalednega terminala, kot alternativne rešitve, primerna za uspešno reševanje prostorskih omejitev pomorskega terminala za avtomobile. The master's thesis focuses on the role of the maritime automobile terminal in automotive logistics. The analysis of the automobile terminal in Koper implies the need for expansion of delivery routes and storage areas where automobiles are stored. One of the objectives of the thesis is a description of the model where a hinterland terminal is used for the storage of automobiles, but with this terminal the port operates as part of a maritime automobile terminal. The concept of the hinterland terminal is presented as an alternative, designed to increase the flow of automobiles within the maritime automobile terminal. The master's thesis defines the concept of the hinterland terminal in two versions. The first version is intended to mitigate the incoming flows of automobiles from the hinterland to the port and is located in the immediate vicinity of the port. The second version is intended to mitigate the export flows of automobiles from the port to the hinterland and is located near the buyers' market. The aim of the study was to analyse the current incoming and outgoing automobiles flow in the maritime automobile terminal. Using the methodology, the hinterland terminal is placed on its geographical location. By carrying out the analysis of the legislative and spatial orientations, the location of each version of the hinterland terminal was determined. For each location of the hinterland terminal, the concept of operation is supported by land transport links, legal views on accountability, organization of work, and the provision of information flow. Based on the spatial limitations of each location, potential obstacles to the establishment of the hinterland terminal are identified. By analysing the elements of the hinterland terminal, the relevance of the concept of the hinterland terminal as a whole and the method of using a single version is assessed. The study found that the use of the hinterland terminal as an alternative solution is suitable for successfully resolving the spatial limitations of the maritime automobile terminal.

The article is focused on the role of a maritime automobile terminal in finished vehicle logistics (FVL). Different drivers that force the management of a maritime automobile terminal to find new solutions in accommodating the increased flows of vehicles are described. The analysis of the maritime automobile terminal at Koper indicates the need to further expand the storage area and its delivery zone to support regular clients from the automotive industry. The main research goal of the paper is to elaborate and describe the model where an external storage platform under port’s operation might be used. On this basis the analysis of current inbound and outbound flows is elaborated. The model of Extended Gate Concept (EGC) for a maritime automobile terminal is presented as an option to serve increased outgoing flows of finished vehicles. With proper infrastructure development, established inland connections and secured information flow the presented EGC model can be adopted at the observed maritime automobile terminal. Nevertheless, obstacles hindering EGC implementation play a crucial role in the model implantation, thus the final consent should be given by the relevant stakeholders in FVL.

Diplomsko delo obravnava transport vozil v Luki Koper in s tem povezane izpuste toplogrednega plina CO2. V teoretičnem delu je predstavljeno delovanje avtomobilskega terminala in način transporta z ladjami ter pravila pri manipulaciji in skladiščenju vozil, v drugem delu so prikazane meritve in izračuni pri transportu 110 vozil. V zaključku diplomskega dela so podane ugotovitve o količinah porabe goriva in izpustov CO2 pri manipulaciji in skladiščenju vozil v Luki Koper. This undergraduate thesis deals with the transport of vehicles at the Port of Koper and with the associated emissions of the greenhouse gas CO2. The theoretical part presents the functioning of the automobile terminal and the mode of transport with ships as well as the rules for manipulation and storage of vehicles, while the second part provides measures and calculations in the case of transporting 110 vehicles. The conclusion of the undergraduate thesis contains findings on the quantities of fuel consumption and CO2 emissions by manipulation and storage of vehicles at the Port of Koper.

The overall idea and research interest related with the development of sustainable port infrastructure evolved around the core requirements of continuous reduction of negative environmental impacts without jeopardising economic growth. The growth of trade activities and need for competitiveness on the global market are forcing ports around the world to systematically and continuously evaluate all possibilities for the optimisation and related costs reduction. On the implementation level, the greatest challenge is how to empower workers, who operate machines and work on the shop floor, to achieve enduring performance improvements. Presented research work provides a methodological approach for finding realistic solutions to the problem of the future development challenges of seaports. The case study shown in this research represents a practical application of the green port concept with the emphasis on the overall energy efficiency improvement based on testing, deployment and demonstration of energy efficient solutions. Additional emphasis was placed on the state-of-the-art technologies and developing pilot initiatives based on modern energy solutions designed to improve efficiency in fuel consumption and emissions reduction in rubber tired gantry cranes.

The ports of the northern Adriatic are ranged in three countries, Koper's being the only one in Slovenia and therefore of distinctive import to the country, which with its limited coastal space has no other options for expanding maritime trade than increasing the capacity of this one extant port. The state of Slovenia is the largest shareholder and the future development of the port depends on decisions made by the Ministry of Infrastructure. The increase in container throughput in the Port of Koper requires a reconstruction and extension of the current container terminal as an absolute priority. Regarding economic sustainability the extension must be in line with the estimated growth of traffic as well as with the exploitation of present and future terminal capacities. The occasional expansion projects must fulfil environmental and safety requirements. For large container vessels (LOA more than 330 m) calling at the Port of Koper the safety of the berthing and departure conditions have to be simulated under various metocean conditions. At the same time manoeuvres should not be intrusive – expected propeller wash or bottom wash phenomena must be analysed. When large powerful container vessels are manoeuvring in shallow water bottom wash is expected and because sediments at the port are quite contaminated with mercury some negative environmental influence is expected. The most important expected investment in the container terminal is therefore extending (enlarging) and deepening the berth. The paper will present statistics and methods supporting container terminal enlargement and a safety and environmental assessment derived from the use of a ship handling simulator.

V diplomski nalogi so v prvem delu zbrane informacije, pravilniki, predpisi in navodila, ki so potrebni za dimenzioniranje meteorne kanalizacije. V nadaljevanju se podrobneje usmerim na Luko Koper, na obstoječe stanje meteorne kanalizacije, ga analiziram in podam možno rešitev za izboljšanje funkcionalnosti in varnosti odvodnikov, v katere se iztekajo zbrane padavinske vode. Meteorno odvodnjo sem ločila na čisto meteorno kanalizacijo, ki vodo s streh odvaja neposredno v odvodnik in na odpadno meteorno kanalizacijo, ki pokriva večja povozna območja in manipulativne površine. Potencialno onesnažena voda je speljana preko razbremenilnikov v usedalnik z lovilcem olj, ki omogoča tudi zadrževanje onesnažene tekočine v primeru ekstremnega dogodka, kot je nesreča vlačilca s cisterno. Določena so prispevna območja in potek cevovodov. Glede na teren in lokacijo cevi so določene kote iztokov podsistemov. Pri odpadni meteorni vodi so izrisani vzdolžni profili najdaljših vej. Dimenzionirani so zadrževalni bazeni, ki imajo tudi funkcijo lovilcev olj. V zaključku so podane ugotovitve oz. predlagani ukrepi za izboljšanje zaščite odvodnikov in Luke Koper. The first part of the thesis contains information, policies, regulations and instructions, needed for the dimensioning of precipitation drainage. Following that I focus specifically on Port of Koper, the current state of its drainage systems, the analysis of it and I suggest a possible solution to improve the functionality and safety of the drains into which the gathered rainwater flows. I divided the precipitation drainage into clean drainage systems, which channel the water from roofs directly into the sea or channel, and waste drainage systems, which cover larger paved surfaces and handling areas. Potentially polluted water is routed through overflow structures into retention basins equipped with oil separators, which also allow for the retention of polluted liquids in the case of an extreme occurrence, like an accident involving an oil truck. The catchment areas and the course of the pipelines are defined. The heights of the outflows of the subsystems are defined according to the terrain and location of the pipes. In the case of precipitation drainage the longitudinal profiles of the longest branches are plotted. Retention basins which also function as oil catchers are dimensioned. In the conclusion I give my findings or rather suggest measures to improve the safety of drains in Port of Koper.

V okviru diplomskega dela sem v začetnih poglavjih predstavil terminal Sipki tovori, na katerem sem bil zaposlen daljši čas. Predstavljena so dvigala, ki služijo za pretovarjanje tovora, ki se skladišči na odprtih in zaprtih skladiščnih površinah. V nadaljevanju sem predstavil sodelovanje pri prenovi projektov izgradnje novih terminalskih hal za skladiščenje žitaric na drugem pomolu v Luki Koper. Omenjeni projekt je bil zasnovan na podlagi izkušenj in spoznanj gradnje starih terminalskih skladišč in avtomatsko vodenega sistema transportnih poti, ki potekajo od obale do skladišč. Na novi lokaciji skladišč je tudi nekaj objektov kot so transformatorska postaja, stolpi za razsvetljavo, ki jih bo potrebno premestiti oziroma zgraditi nove. V jedru diplomskega dela sem opisal selitev dveh svetlobnih stolpov za razsvetljavo na novo lokacijo. Opisani so postopki predelave starega krmilja z lokalnim vklopom na nov daljinski vklop. Predelava krmilja bo izvedena z vgradnjo krmilnika Cybro 2-24E podjetja Robotina. Krmilnik bo omogočal tudi povezavo na interni scada sistem daljinskega nadzora nad razsvetljavo v pristanišču. S tem bo omogočen vklop in izklop razsvetljave s poljubnega in vnaprej določenega oddaljenega delovnega mesta. V diplomskem delu je prikazana možnost uporabe starejše opreme (svetlobni stolpi, svetila z visokotlačno natrijevo sijalko), ki je z določeno izboljšavo krmiljenja še vedno uporabna za razsvetljavo skladiščnih površin. Uporaba omenjene opreme se nam zdi smiselna tudi z vidika dobave rezervnih delov. In the first part of the diploma thesis, the Bulk cargo terminal in Port of Koper, where I used to work, is described. The cranes, which serve for transhipment of the cargo, stored in the open and closed warehouses are described detailed. In the second part, my cooperation in renovation of the projects, for the construction of the new terminal warehouses for the storage of cereals on the second pier in the Port of Koper is presented. The project was designed, based on the experiences and knowledge with the existing terminal warehouses and automated transport systems between the coast and the warehouses. At the location of the new warehouses are also transformer station and lighting towers, which must be relocated or build new ones. Further, the relocation of the two lighting towers is described. The old lights were controlled localy, the new lights will be controlled remotely. The remote control will be introduced with installation of Robotina Cybro 2-24E controllers with communication capabilities. The lights will be integrated into existing SCADA system (Supervisory Control And Data Acquisition is a system for remote monitoring and control that operates with coded signals over communication channels). The operator will be able to switch on and off the lights from a remote control center. The use of older equipment, like lighting towers, floodlights with high pressure sodium lamps is also described in the diploma thesis. With some improvement of the control system, this equipment is still useful for lighting warehouse areas. The use of this equipment is also reasonable from the point of spare parts availability.

The subject of this paper is the movement of container traffic in the port of Koper and consequently, the comparison was made with the container traffic in the port of Rijeka and Trieste in regard with the port of Koper. Container transport has a direct impact on the general prosperity of the area of Koper and Slovenia as a whole. It is, therefore, important to identify the factors influencing the container traffic in the Koper port and calculate the polynomial trend that approximates the movement of container traffic in the port of Koper, assuming that the container traffic will be moving the same way as in the previous period. From the proposed model with the processed data over the past twelve years via polynomial trend it is possible to predict the behaviour of container traffic in the next five years.

Diplomska naloga obravnava geotehnične analize ene od kaset, ki jih v Luki Koper uporabljajo za odlaganje materiala, izkopanega pri poglabljanju morskega dna. Kaseta stoji na mehkih tleh v Ankaranski Bonifiki ob reki Rižani. V nalogi so, na podlagi Evrokod standardov, ocenjene lastnosti tal na podlagi dilatometrskih in laboratorijskih preiskav, izvedenih na območju pod kaseto in v njeni okolici. S pomočjo teh ocen so izračunani pričakovani posedki in globalna stabilnost kasete. Globalna stabilnost je izračunana s programom Rocscience Slide za dve fazi: takoj ko so postavljeni obrobni nasipi in ko je kaseta napolnjena s konsolidiranim materialom. Za obe fazi rezultati kažejo, da objekt globalno ni varen. Na koncu naloge je predlog nasipa podobnih dimenzij, na enakih tleh, ki bi bil sprejemljivo varen. Vsi izračuni v nalogi so narejeni na podlagi Evrokod standardov. The thesis deals with a geotechnical analysis of one of the settling pits that is used in the Luka Koper seaport, for disposal of dredged material which has accumulated in the course of waterway maintenance and deepening. The settling pit is located on the soft marshy ground of Ankaranska Bonifika next to the Rižana River. It is surrounded by watertight embankments on all sides. In the thesis, there are estimations of the ground properties based on dilatometer and laboratory tests of the underlying soil and in close proximity to the pit. The estimated properties are then used in calculations of the expected ground settlement and overall stability of the structure. The computer program Rocscience Slide is used to calculate the overall stability of the constructed pit. The first calculation evaluates an empty pit while in the second calculation the pit is filled with the consolidated material. The calculations for both stages of the pit reveal that the structure is not safe. An example of an acceptably safe embankment with similar dimensions, built on the same ground is provided. All the calculations estimates in this work are done in accordance with the Eurocode standards.

Today, the countries of Central andEastemEurope (CEE)have developed into a fast growing and promising part of Europe.The vision of the management of the Port of Koper is tobecome the most important logistic centre for these countries.In the future the North Adriatic region will have to cope withfurther challenge, i. e. an increasing presence of the Asian Pacificeconomies on the European continent and in the CEEcountries in particular. For the traffic flows from this source,the North Adriatic is, from the geo-transport aspects the mostconvenient seaway/ route.It was for this reason that the Port of Koper as the key companyjoined a pilot project- STLC (Slovenian transport logisticcluster) as a stakeholder. The main purpose of the STLC is topromote the Slovenian transport route using the Port of Koperas the focal point.This paper aims to: (I) review the current state of the developmentof Slovenian transport logistic cluster, (JJ) assess thepotential benefits of such a cluster for the Port of Koper (Ill) introduceinitial presentations, experiences and results.

The growth of container traffic in the Port of Koper as well as the beginning of the constructions on the new container terminal has made the reconstruction and extension of the current container terminal an absolute priority. The extension is in line with the estimated growth of traffic as well as with the exploitation of present and future terminal capacities. The year 2009 was a difficult year for business, especially due to the uncertain international economic situation. The container terminal handled 344,086 TEUs which is 3% less compared to 2008 (358,654 TEUs). In the first nine months of 2010, 16 % more goods were handled in the Port of Koper than in the same period in 2009. The container transport has especially exploded in tons (increase by 45%) as well as in container units (increase by 40%). Within this period they have handled 355,000 TEUs (new record) in the container terminal (214,000 TEUs in the same period on the seventh pier in Trieste). This paper aims to present and analyse the supply chains of the flow of containerised goods through the Port of Koper, the changes which enable this container boom, current state and strategies to handle even more containers in the future, current and future investments in new capacities., Rast kontejnerskoga prometa u luci Kopar kao i početak nastajanja novoga kontejnerskog terminala je uvjetovalo rekonstrukciju i širenje sadašnjeg terminala.Širenje je u skladu s predviđenim porastom prometa kao i iskorištavanjem sadašnjih i budućih kapaciteta. Godina 2009. je bila teška godina za poslovanje, posebno s obzirom na nestabilno međunarodno gospodarsko stanje. Kontejnerski terminal je pretovario 344,086 TEUs što je 3% manje u usporedbi s 2008. (358,654 TEUs). U prvih devet mjeseci 2010. godine je bilo pretovareno 16% roba više nego u istom razdoblju 2009. godine. Posebno je porastao kontejnerski transport u tonama (45%) kao i broj kontejnera (40%). U tom razdoblju je pretovareno 366,000 TEUs (novi rekord). U članku su predstavljeni i analizirani nabavni lanci kontejneriziranoga tereta, promjene koje su uvjetovale kontejnerski bum, sadašnje stanje i strategije kako povećati pretovar kontejnera u budućnosti, sadašnja i buduća ulaganja.

The article covers the analysis and comparison of the Rijeka port and Koper port as the two leading ports in the northern Adriatic. By comparing these two ports we get the impression of equal development, but further analysis show the advantages of the port of Koper. This article wishes to encouragefaster development of the port of Rijeka since the existing situation is not in favor of the port of Rijeka, traffic flows are being diverted to other ports of the northern Adriatic, where ships are handled applying contemporary technologies with multiple capacity.

This diploma thesis deals with the development of the port of Koper during last ten years, including its transport links to markets in Central and Eastern Europe. The aim is to determine, whether the port of Koper has its potential to grow, and if it could become an equal competitor to European ports in the North Sea. It also aims to identify opportunities that should be used, and obstacles that should be overcome in order to ensure successful development of the port of Koper.

Predmet istraživanja ovoga rada je kretanje kontejnerskog prometa u riječkoj luci te usporedba istoga s kontejnerskim prometom u luci Kopar. Analizom vremenskih nizova, kao jednom od kvantitativnih metoda prognoziranja, obrađeni su podaci kretanja kontejnerskog prometa uz pretpostavku da će se kontejnerski promet kretati kao u prijašnjem razdoblju. Kontejnerski promet u luci Rijeka direktno utječe na opći prosperitet riječkog područja i Hrvatske u cjelini. Zato je važno uočiti čimbenike koji utječu na kontejnerski promet u riječkoj luci i izračunati trend -polinom koji aproksimira kretanje kontejnerskog prometa. Iz predloženog modela gdje su obrađeni podaci zadnjih dvanaest godina preko trend-polinoma moguće je predvidjeti ponašanje kontejnerskog prometa u sljedećih osam godina., The subject of this paper is the movement of the container traffic in the Port of Rijeka and consequently, the comparison has been made with the container traffic in the Port of Koper. The container traffic movement data have been analyzed by the analysis of time series, which is one of the quantitative methods of estimating the future container traffic movement, under the assumption that the container traffic will be moving in the same way as it did in the previous period. Container transport has a direct impact on the general prosperity of the Rijeka area and of Croatia as a whole. Therefore, it is important to identify the factors influencing the container traffic in the Port of Rijeka and to calculate the polynomial trend that approximates the movement of the container traffic in the Port of Rijeka. From the proposed model with the processed data over the past twelve years via polynomial trend, it is possible to predict the behaviour of the container traffic in the next eight years.

Magistrska naloga zajema tematiko vrednotenja podjetij. Vključuje tradicionalne kazalnike uspešnosti poslovanja podjetij in sodobne modele vrednotenja podjetij. Tradicionalni kazalniki nam pomagajo razumeti poslovanje podjetja le, če jih primerjamo z relevantnimi drugimi kazalniki. Tradicionalni koncepti se ozko usmerjajo na poslovna dogajanja v preteklosti, težko pa je z njimi napovedovati prihodnost. Sodobni modeli vrednotenja podjetij pa temeljijo na pričakovanih koristih, ki jih bo dobil lastnik podjetja. Na podlagi sodobnih modelov vrednotenja podjetij ter s pomočjo diskontnega faktorja ugotavljamo končno »tržno« ceno podjetja. Modele sem implementiral na primeru podjetja Luka Koper. Luka Koper je podjetje, ki se ukvarja z logističnimi storitvami in je eno vodilnih podjetij v obalno-kraški regiji. S pomočjo tradicionalnih kazalnikov ugotavljam, da je kombinacija gospodarske krize, ki je vplivala na zmanjšanje povpraševanja po pretovornih storitvah in investicijske politike, ki je povečala ciklus zadolževanja - povzročila, da je Luka Koper v zadnjem obdobju dosegala zelo slabe rezultate. To pa še ne pomeni, da bo podjetje v prihodnosti poslovalo z negativnim poslovnim izidom. Izrazita negativna gibanja v gospodarsko vodilnih državah so se konec leta 2009 omilila, vendar so napovedi za leto 2010 dokaj zadržane in previdne. Pričakovati je postopno okrevanje svetovnega gospodarstva in s tem tudi povpraševanje po pretovornih storitvah. Sodobni modeli vrednotenja nam prikažejo različne tržne vrednosti podjetja. V nalogi sem izbral tri modele, in sicer: DCF, EVA in CFROI. Najbolj primerna vrednost Luke Koper je pridobljena z modelom CFROI in sicer v višini 898.619.110 EUR. Takšna vrednost je po mojih ocenah najbolj realna tržna vrednost Luke Koper. V zaključku naloge ugotavljam, da je najprimernejši sodobni model vrednotenja na primeru Luke Koper model CFROI. This master thesis is dealing with business evaluations, and includes traditional indicators of business performance and modern company evaluation models. Traditional indicators help us understand companies’ managements only if we compare them to other relevant indicators traditional concepts have a strict focus on business events in the past, thus is difficult to use them to predict the company’s future. On the other hand, modern company evaluation models are based on expected advantages received by the company’s owner. On the basis of modern company evaluation models and through the discount factor, we find out the final “market” price of a company. To implement company evaluation models, I used the Port of Koper as my example. The Port of Koper is dealing with logistics services and is one of the leading companies in the Coastal-Karst region. Through traditional indicators of business performance, I find out that the combination of the economic crisis that influenced on the decreased demand for transhipment services, and the investment policy, that increased the cycle of indebtedness, caused poor results for the Port of Koper in the last period. However, this does not mean that the company will deal with a negative operating result in the future. Explicitly negative trends in economically leading countries have softened at the end of 2009, but the predictions for 2010 are rather reserved and prudent. We can expect a gradual recovery of the World Economy and hence also the demand for transhipment services. The modern company evaluation models show us different market values of the company. In my master thesis, I chose three different modern company evaluation models: DCF, EVA and CFROI. The most correct value is obtained using the CFROI model – the result is 898.619.110 EUR. I think that this value is the most realistic market value of the Port of Koper. In conclusion of my master thesis, I find that the most suitable modern company evaluation model on the example of the Port of Koper is the CFROI company evaluation model.