Pomorski prevoz: MSC uvaja doplačilo za gorivo

Današnji članek o doplačilu za gorivo MSC pri pomorski prevoznini ima v zadnjih dneh odmev tudi v cestnem prometu: panoga TSL razpravlja o doplačilih zaradi zastojev, kabotaži, pomanjkanju voznikov in kolonah na vzhodni meji EU. Spodaj je izbor mnenj z LinkedIna, Facebooka, Wykopa in drugih mest, kjer se predstavniki panoge sproti pogovarjajo o teh temah.

MSC dohiteva cesto: doplačila zaradi zastojev in nizkega vodostaja Rena

Izkazalo se je, da MSC doplačil ne omejuje na pomorsko prevoznino. RailFreight.com poroča: "Shipping giant MSC Mediterranean Shipping Company announced the introduction of 'traffic congestion surcharges' for rail, trucking, and rail-truck transport. It affects services from/to Antwerp and Rotterdam via Andernach, Frankfurt, Germersheim Munich, Nurnberg, Neuss, Strasbourg, Trier, and Woerth." (10.08.2026, LinkedIn)

Razlog je prozaičen – rekordno nizek vodostaj Rena ovira prevoz z baržami in preusmerja tovor na cesto in železnico, kar takoj dvigne cene. Kiron Zaal opozarja, da je težava širša od same reke: "Was looking at the latest congestion numbers this week, Rotterdam, Antwerp, Hamburg, all still sitting at 80-90% yard utilisation at several terminals as of end of July. (...) We can't do much about congestion itself, but as Q3 volumes build, it's a decent reminder that customs is one of the few things actually within our control." (LinkedIn)

Kabotaža pod drobnogledom: globe rastejo, voznik ostane sam

Na Facebooku je stran Trans.INFO danes (13.08.2026) objavila serijo objav o nadzoru kabotaže v Nemčiji in prav te objave so sprožile najbolj čustveno razpravo dneva. Prvi primer: voznik, ki je zaradi kabotaže dobil globo v višini 5500 evrov, je bil – kot navaja objava – odpuščen in zapuščen brez sredstev: "After a €5,500 cabotage fine, the driver said he was sacked and left stranded—with just three days of food." (Facebook)

Komentarji pod to objavo so nedvoumni. Ian Lowe piše: "That's because he's the one who can say yes or no to a job, it's easy to hide behind ignorance but people know the rules but carry on breaking them until they get stopped. The cabotage rules are simple but companies and their drivers choose to ignore them." (Facebook), Garry Scott pa kratko dodaja: "The driver is always the one that suffers 🤬🤬🤬🤬🤬" (Facebook). Dario Chinellato komentira jedrnato: "The EU's miracle" (Facebook).

Druga objava istega dne obravnava prevoznika, ki so ga Nemci za eno leto izključili po 23 kršitvah in več kot 70 tisoč evrih glob – Jon Connery se retorično sprašuje: "Why ban your cash cow" (Facebook). Tretji primer se nanaša na 40 voznikov, zaposlenih po modelu, ki je pritegnil pozornost nemškega carinskega urada in se končal z globo v višini 35 tisoč evrov – Emil Engblom komentira širše: "Lithuania is Europe's social dumping ground. It's isn't only in trucking. Same schemes are used in ship building and industrial construction." (Facebook)

Spor o pomanjkanju pol milijona voznikov

IRU navaja, da v Evropi primanjkuje približno 502 tisoč voznikov tovornjakov. Lovro Herga je te podatke objavil na LinkedInu in sprožil eno zanimivejših razprav tedna (65 všečkov, 16 komentarjev). Del komentatorjev dvomi o sami diagnozi »pomanjkanja delovne sile«. Chris Condon piše: "I wonder if this is partly being framed as a labor shortage when it is really a willingness-to-pay gap. An unfilled position does not necessarily mean the labor does not exist. It can mean the compensation, working conditions or economics of the role are not sufficient to attract it." (LinkedIn)

Marko Zivojinovic gre še korak dlje: "When we are talking about drivers shortage no one is seeing elephant in the room. Drivers earnings are standing still and working conditions are not improving. On top of that drivers are not respected. As long as drivers are treated as dots on screen new people are not going to be attracted to transport industry." (LinkedIn) Michael Epprecht pa to neposredno povezuje z geografijo srednje in vzhodne Evrope: "The West European transport operators can pay more as the rates don't allow for it as cheap drivers from Baltic states and Poland are earning close to slave wages. If the transport industry and their customers want drivers in future, they have to pay significantly more to the drivers." (LinkedIn) Ironijo položaja opaža Dzenan Hrvic: "Europe is missing 502,000 truck drivers, meanwhile, directly under the post: a truck driver with 3 years of experience is literally asking for a job 😄" (LinkedIn)

Poljsko plat tega spora izpostavlja Alastair Gunn: "Given the plurality of UK-EU goods trade is undertaken by Polish vehicles, the growing shortage of drivers in countries like Poland is of direct relevance to the UK economy." (LinkedIn)

Tri dni v koloni: vzhodna meja kot ozko grlo

Najbolj nazoren konkreten primer, kako je »zunanja meja« EU videti v praksi, opisuje Roman Kotenko: "Inside Schengen, a border is a road sign. You cross at motorway speed and your ETA never notices. Then a load runs to the EU's external frontier, and the rounding error becomes the trip. This afternoon the longest queue there was Uhryniv-Dolhobychiv into Poland: a reported three days and eight hours, 324 trucks in it." Dodaja še: "Across the 20 truck checkpoints reporting a live queue there is no 'average'. 13 sat at exactly zero. One at 36 minutes. The other six ran from nineteen hours to that three-day wait. Nothing in between." (LinkedIn)

Trajekti: Baltik kot koridor za prevoznino

Ker se današnji članek dotika tudi teme trajektov, velja omeniti, da je Stena Line ta teden spomnila na zgodovino proge Gdynia–Karlskrona: "Since 1995, the Gdynia–Karlskrona route has grown from one vessel (...) to one of the most important ferry connections in the Baltic Sea. (...) it has carried more than 12 million passengers and 2.5 million freight units across the Baltic Sea." (LinkedIn) Objava je sprožila živahne odzive – Mark Philip se neposredno sprašuje: "Do you think we'll ever see a return to the the Dover Calais route for Stena?", Thomas Lindström pa se pošali: "Maybe Vasa-Umeå could need some attention 😄" (LinkedIn)

Gorivo se ceni, cene prevoza ne: vrhunec sezone je tik pred vrati

Przemyslaw Grzywa (Fast Trans) pojasnjuje, zakaj padec cen nafte ne vpliva takoj na stroške prevoza: "Diesel prices are falling... So why are transport costs still under pressure? (...) many transport companies across Europe are still paying over €2 per litre for diesel. Why? Because the price at the pump doesn't follow the price of oil overnight. Add to that: rising labour costs, vehicle maintenance, insurance, road tolls, delayed customer payments." (LinkedIn)

Špediterji hkrati napovedujejo težaven september. Ezequiel Devesa piše: "We're heading into peak season in Europe. People are still on holiday, but the industry is already gearing up for Christmas and New Year. As volume rises, available capacity will inevitably shrink. From here on, freight forwarders need to switch into war-freight mode, not fighting for cargo, but fighting for truck capacity." (LinkedIn) Pod to objavo Andre Gomesz z druge strani dobavne verige potrjuje: "And advance planning for space. Here in Colombo freight Space is becoming extremely tight to Europe. Not enough liner space and equipment for the amount of shipments that are getting confirmed." (LinkedIn)

Iz kabine in z Wykopa: vsakdan poklica

Najživahnejšo razpravo o samem poklicu voznika je sprožila objava Iwone Blecharczyk o življenju samostojnega prevoznika (196 všečkov, 17 komentarjev): "That's what it's like being owner operator. You have to take care of everything - even if it means lugging metal brackets for a warning sign on the train..." Pod objavo se je pojavil ganljiv komentar voznika, ki išče delo: MAHMOUDI AMAR je napisal: "To je prošnja voznika vozniku. Sem iz Alžirije in imam vozniško dovoljenje kategorije CE. Aktivno iščem svojo prvo priložnost za delo kot voznik tovornjaka v Evropi. (...) Hvala za vse, kar počneš za skupnost voznikov. Srečno pot! 🚛" (LinkedIn)

Na Wykopu tudi tema špedicije kot poklica vzbuja mešane občutke. Uporabnik ff99plpowrot razmišlja o ponudbi za delo v špediciji: "#przegryw ali sem primeren za #spedycja? #logistyka verjetno bom to ponudbo za delo zavrnil, ker mi je slabo že ob misli, da bi se moral družiti s p0laki z ADHD, ki se vozijo s kombiji in vsakih nekaj dni prevažajo po 50 paketov.." (Wykop), na kar PfefferWerfer kratko odgovori: "Imaš prav, voznik Sebek te bo živega požrl" (Wykop). V drugi temi Hehemerkes sprašuje o naročanju vlačilcev v velikem obsegu: "Ali imamo tu na Wykopu kakšne velike prevoznike, ki naročajo vlačilce v količinah 20 ali več in bi želeli deliti svoje izkušnje?", JudzinStouner pa se šaljivo odzove na obseg takšnih naročil: "odštej ničlo xD" (Wykop).

V ozadju vsega tega panožna stran Truck & Van opozarja na drugo regulativno fronto – nova pravila glede tahografov, ki so začela veljati poleti: "Mesec dni z novo realnostjo tahografa je za nami! Jasno je pokazal: teorija je eno, praksa na cesti in med nadzorom pa drugo." (Facebook)

Razpoloženje dneva

Razpoloženje v panogi TSL je bilo v zadnjih dneh napeto, vendar ne panično. Kabotaža in vse strožji nadzori vzbujajo frustracije, usmerjene predvsem proti podjetjem, ne voznikom – uporabniki spleta neposredno pravijo, da voznik vedno plača najvišjo ceno. Razprava o pomanjkanju voznikov kaže na očiten razkorak: del panoge za to krivi demografijo in nepripravljenost mladih za ta poklic, drugi pa cene prevoza in delovne pogoje, zlasti v srednji in vzhodni Evropi. K temu se pridružujejo resni, otipljivi operativni problemi – zastoji na Renu, doplačila MSC, ki se širijo na cestni in železniški promet, ter večdnevne kolone na vzhodni meji EU –, zaradi katerih je treba napovedano »glavno sezono« obravnavati previdno.

Viri, ki danes niso bili dostopni za sprotno razpravo skupnosti: forotransportistas.es, foros24h.com, forum.soferdetir.ro, planet-truck.fr in trucker-forum.at (tehnično dostopen, vendar brez organskih objav uporabnikov – le upravne ponovne objave).