{"id":679733,"date":"2022-06-30T11:27:18","date_gmt":"2022-06-30T09:27:18","guid":{"rendered":"https:\/\/rothschenk.de\/sekvencia-18-overena-hruba-hmotnost-kontajner\/"},"modified":"2025-06-30T16:54:15","modified_gmt":"2025-06-30T14:54:15","slug":"sekvencia-18-overena-hruba-hmotnost-kontajner","status":"publish","type":"post","link":"https:\/\/rothschenk.de\/sk\/sekvencia-18-overena-hruba-hmotnost-kontajner\/","title":{"rendered":"Sekvencia 18: Overen\u00e1 hrub\u00e1 hmotnos\u0165 – kontajner"},"content":{"rendered":"\n

Nehoda kontajnerovej lode MSC Napoli s kapacitou 4 419 TEU, ku ktorej do\u0161lo 18. janu\u00e1ra 2007 v Laman\u0161skom prielive po\u010das b\u00farky Kyrill, viedla k \u00faplnej strate lode.(Zdroj: Spr\u00e1va Napoli \u010d. 9\/2008<\/a>)<\/p>\n\n

\u0160etrenie je zauj\u00edmav\u00e9, preto\u017ee jeho v\u00fdsledok mal priamy vplyv na balenie\/ukladanie kontajnerov. \u010co sa stalo? <\/p>\n\n

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Zdroj: Wikipedia<\/figcaption><\/figure>\n\n
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Po\u010diato\u010dn\u00e1 situ\u00e1cia<\/h2>\n\n

Lo\u010f MCS Napoli sa plavila Laman\u0161sk\u00fdm prielivom r\u00fdchlos\u0165ou pribli\u017ene 11 uzlov (~ 20 km\/h) smerom na z\u00e1pad k Biskajsk\u00e9mu z\u00e1livu. V\u00fd\u0161ka v\u013an dosahovala miestami a\u017e 9 metrov. Pribli\u017ene o 11:05 hod. do\u0161lo k v\u00e1\u017enej trhline v kon\u0161trukcii trupu v bl\u00edzkosti strojovne. <\/p>\n\n

Kapit\u00e1n o 11:25 hod. zavolal na ties\u0148ov\u00fa linku a rozhodol sa opusti\u0165 lo\u010f v uzavretom z\u00e1chrannom \u010dlne spolu s 26 \u010dlenmi pos\u00e1dky. Nesk\u00f4r ich zachr\u00e1nili vrtu\u013en\u00edky n\u00e1morn\u00edctva Roal; k zraneniam nedo\u0161lo. <\/p>\n\n

Po ut\u00edchnut\u00ed b\u00farky lo\u010f odtiahli k Portlandu, ale hrozilo, \u017ee sa rozpadne a potop\u00ed. Preto sa 20. janu\u00e1ra 2007 rozhodlo, \u017ee lo\u010f bude odstaven\u00e1 v z\u00e1toke Branscombe. <\/p>\n\n

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Probl\u00e9m<\/h3>\n\n

V\u00e4\u010d\u0161ina kontajnerov bola zachr\u00e1nen\u00e1. Odv\u00e1\u017eilo sa najm\u00e4 660 kontajnerov ulo\u017een\u00fdch na palube. Skuto\u010dn\u00e1 hmotnos\u0165 137 z nich bola o viac ako 3 tony vy\u0161\u0161ia, ako sa uv\u00e1dzalo v n\u00e1kladn\u00fdch \u00fadajoch. Najv\u00e4\u010d\u0161ia odch\u00fdlka bola 20 ton. Celkovo 137 kontajnerov v\u00e1\u017eilo o 312 ton viac, ako bolo uveden\u00e9. <\/p>\n\n

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Jedno z vyhl\u00e1sen\u00ed v spr\u00e1ve o vy\u0161etrovan\u00ed znie: <\/strong><\/p>\n\n\n\n

„Kontajnerov\u00e1 doprava je jedin\u00fdm odvetv\u00edm, v ktorom nie je zn\u00e1ma hmotnos\u0165. Ak sa maj\u00fa sily p\u00f4sobiace na kontajnerov\u00e9 lode presne kontrolova\u0165 a riadi\u0165, je nevyhnutn\u00e9, aby sa kontajnery pred nakl\u00e1dkou odv\u00e1\u017eili <\/em>.“<\/p>\n<\/div>\n<\/div>\n\n

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Overen\u00e1 celkov\u00e1 hmotnos\u0165<\/h2>\n\n

Na z\u00e1klade v\u00fdsledkov vy\u0161etrovan\u00ed IMO vypracovala „PR\u00cdRU\u010cKU PRE UR\u010cENIE OVERENEJ HRUBEJ HMOTNOSTI KONTAJNERA PREV\u00c1\u017dAJ\u00daCEHO N\u00c1KLAD“, overen\u00fa hrub\u00fa hmotnos\u0165.<\/p>\n\n

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Ide o ur\u010denie skuto\u010dnej hmotnosti kontajnera, ktor\u00e1 pozost\u00e1va z n\u00e1kladu + obalu + zabezpe\u010dovacieho zariadenia + vlastnej hmotnosti kontajnera. Svetov\u00e1 n\u00e1morn\u00e1 rada uviedla:„Zodpovednos\u0165 za zaznamenanie a zdokumentovanie overenej hrubej hmotnosti zabalen\u00e9ho kontajnera nesie odosielate\u013e<\/em>.“ To je jasn\u00e9 vyhl\u00e1senie. <\/p>\n\n

Na v\u00e1\u017eenie sa musia pou\u017e\u00edva\u0165 v\u00e1hy triedy presnosti III pod\u013ea smernice 2009\/23\/ES. T\u00e1to \u0161pecifik\u00e1cia presnosti nie je toleranciou hmotnosti, ale technickou toleranciou zobrazenia pou\u017eit\u00fdch v\u00e1h. <\/p>\n\n

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Na ur\u010denie overenej celkovej hmotnosti s\u00fa povolen\u00e9 dve met\u00f3dy:<\/strong><\/p>\n\n\n\n

    \n
  1. V\u0161etky n\u00e1kladov\u00e9 jednotky, obaly alebo v\u0161eobecn\u00fd n\u00e1klad sa odv\u00e1\u017eia, pripo\u010d\u00edta sa hmotnos\u0165 zabezpe\u010dovacieho a ukladacieho materi\u00e1lu a dopln\u00ed sa vlastn\u00e1 hmotnos\u0165 kontajnera. V\u00fdsledkom je overen\u00e1 celkov\u00e1 hmotnos\u0165. <\/li>\n\n\n\n
  2. Pr\u00edves a kontajner sa odv\u00e1\u017eia pr\u00e1zdne. N\u00e1klad sa potom ulo\u017e\u00ed a zaist\u00ed v kontajneri. Potom sa nalo\u017een\u00e1 s\u00faprava op\u00e4\u0165 zv\u00e1\u017ei. V\u00fdsledkom rozdielu medzi t\u00fdmito dvoma v\u00e1\u017eeniami + vlastnou hmotnos\u0165ou kontajnera je overen\u00e1 celkov\u00e1 hmotnos\u0165. <\/li>\n<\/ol>\n<\/div>\n<\/div>\n\n
    <\/div>\n\n

    Stanovenie hmotnosti v praxi<\/h3>\n\n

    Sk\u00fasenosti uk\u00e1zali, \u017ee niektor\u00e9 rozdiely v hmotnosti s\u00fa syst\u00e9mov\u00e9, preto\u017ee s\u00fa sp\u00f4soben\u00e9 nepresn\u00fdmi inform\u00e1ciami z datab\u00e1zy, neudr\u017eiavan\u00fdmi s\u00fabormi \u00fadajov alebo ch\u00fdbaj\u00facimi hmotnostn\u00fdmi pomermi. Nezriedka sa st\u00e1va, \u017ee \u00fadaje o hmotnosti v n\u00e1kladnom liste uv\u00e1dzaj\u00fa len \u010dist\u00fa hmotnos\u0165 tovaru a hmotnos\u0165 obalov alebo kontajnerov (sudov, IBC at\u010f.) \u00faplne ch\u00fdba. <\/p>\n\n

    Odpor\u00fa\u010da sa pravidelne kontrolova\u0165 presnos\u0165 a \u00faplnos\u0165 inform\u00e1ci\u00ed v datab\u00e1ze. Mali by sa kontrolova\u0165 hmotnosti, pri ktor\u00fdch sa m\u00f4\u017eu vyskytn\u00fa\u0165 odch\u00fdlky s\u00favisiace s v\u00fdrobou, aby sa zistilo, ak\u00fd ve\u013ek\u00fd m\u00f4\u017ee by\u0165 rozsah odch\u00fdlok, aby sa mohli zoh\u013eadni\u0165. <\/p>\n\n

    Kapitoly 4.2.2 a\u017e 4.2.4 K\u00f3dexu CTU 2015<\/strong> upravuj\u00fa, kto je zodpovedn\u00fd za ur\u010denie hrubej hmotnosti (=VGM) a kto mus\u00ed plni\u0165 povinnosti.<\/p>\n\n

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    Kapitola 4.2.2:<\/strong> Odosielate\u013e by mal poskytn\u00fa\u0165 spr\u00e1vne inform\u00e1cie o tovare<\/p>\n\n\n\n

    Kapitola 4.2.3:<\/strong> Baliare\u0148 by mala presne ur\u010di\u0165 hrub\u00fa hmotnos\u0165 a zasla\u0165 ju odosielate\u013eovi\/odosielate\u013eovi.<\/p>\n\n\n\n

    Kapitola 4.2.4:<\/strong> Odosielate\u013e\/odosielate\u013e by mal zabezpe\u010di\u0165 presn\u00e9 ur\u010denie hrubej hmotnosti. Mal by tie\u017e informova\u0165 dopravcu o potvrdenej hrubej hmotnosti hne\u010f, ako o to po\u017eiada. <\/p>\n<\/div>\n<\/div>\n\n

    <\/div>\n\n

    Z\u00e1ver<\/h2>\n\n

    T\u00fdm sa jasne stanovuje, kto m\u00f4\u017ee by\u0165 v konkr\u00e9tnych pr\u00edpadoch zodpovedn\u00fd za poru\u0161enie obchodn\u00e9ho pr\u00e1va.<\/p>\n\n

    Odosielate\u013e m\u00f4\u017ee by\u0165 zodpovedn\u00fd aj za n\u00e1sledn\u00e9 \u0161kody sp\u00f4soben\u00e9 nespr\u00e1vnymi inform\u00e1ciami v s\u00falade s \u010dl\u00e1nkom 10 CMR. To sa m\u00f4\u017ee t\u00fdka\u0165 aj \u0161kody na lodi, preto\u017ee je s\u00fa\u010das\u0165ou prepravn\u00e9ho re\u0165azca. <\/p>\n\n

    Preto je vhodn\u00e9 riadne regulova\u0165 procesy ukladania kontajnerov<\/a>, jasne ur\u010di\u0165 a vymedzi\u0165 \u00falohy a monitorova\u0165 ich.<\/p>\n\n

    V\u00e1\u0161, Sigurd Ehringer<\/p>\n\n

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    << Predch\u00e1dzaj\u00faci \u010dl\u00e1nokEpiz\u00f3da 17: Nehody a z\u00e1very, ktor\u00e9 treba vyvodi\u0165 o n\u00e1klade a jeho ulo\u017een\u00ed<\/a><\/p>\n<\/div>\n\n\n\n

    \n

    \u010eal\u0161\u00ed \u010dl\u00e1nok >> Epiz\u00f3da 19: Kombinovan\u00e1 doprava<\/a><\/p>\n<\/div>\n<\/div>\n\n

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    <\/div>\n\n\n\n
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    \"\"<\/figure>\n<\/div>\n\n\n\n

    Sigurd Ehringer<\/p>

    \u2714 VDI-zertifizierter Ausbilder f\u00fcr Ladungssicherung\r\n\u2714 Fachbuch-Autor\r\n\u2714 8 Jahre Projektmanager\r\n\u2714 12 Jahre bei der Bundeswehr (Kompaniechef)\r\n\u2714 20 Jahre Vertriebserfahrung\r\n\u2714 seit 1996 Berater\/Ausbilder in der Logistik\r\n\u2714 44 Jahre Ausbilder\/Trainer in verschiedenen Bereichen —>\r\n\r\nIn einer Reihe von Fachbeitr\u00e4gen aus der Praxis, zu Themen rund um den Container und LKW, erhalten Sie Profiwissen aus erster Hand. Wie sichert man Ladung korrekt und was sind die Grundlagen der Ladungssicherung?\r\nErarbeitet und vorgestellt werden sie von Sigurd Ehringer, Inhaber von SE-LogCon<\/a>.<\/p><\/div><\/div><\/div>\n\n\n\n

    <\/div>\n<\/div>\n","protected":false},"excerpt":{"rendered":"

    Nehoda kontajnerovej lode MSC Napoli s kapacitou 4 419 TEU, ku ktorej do\u0161lo 18. janu\u00e1ra 2007 v Laman\u0161skom prielive po\u010das b\u00farky Kyrill, viedla k \u00faplnej strate lode.(Zdroj: Spr\u00e1va Napoli \u010d. 9\/2008) \u0160etrenie je zauj\u00edmav\u00e9, preto\u017ee jeho v\u00fdsledok mal priamy vplyv na balenie\/ukladanie kontajnerov. \u010co sa stalo? Po\u010diato\u010dn\u00e1 situ\u00e1cia Lo\u010f MCS Napoli sa plavila Laman\u0161sk\u00fdm prielivom […]<\/p>\n","protected":false},"author":1536,"featured_media":0,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[872,873,887],"tags":[],"class_list":["post-679733","post","type-post","status-publish","format-standard","hentry","category-cargo-blog-sk","category-kontajner","category-pravne-zalezitosti"],"acf":[],"yoast_head":"\nPriemern\u00fd kontajner | V\u0161etky \u010dasto kladen\u00e9 ot\u00e1zky - Rothschenk LaSi<\/title>\n<meta name=\"description\" content=\"Nehody s kontajnermi >> Odborn\u00fd \u010dl\u00e1nok o upev\u0148ovan\u00ed n\u00e1kladu: \u010co treba dodr\u017eiava\u0165? | Krok za krokom | Expert \/ in\u0161truktor Sigurd Ehringer\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/rothschenk.de\/sk\/sekvencia-18-overena-hruba-hmotnost-kontajner\/\" \/>\n<meta property=\"og:locale\" content=\"sk_SK\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Priemern\u00fd kontajner | V\u0161etky \u010dasto kladen\u00e9 ot\u00e1zky - Rothschenk LaSi\" \/>\n<meta property=\"og:description\" content=\"Nehody s kontajnermi >> Odborn\u00fd \u010dl\u00e1nok o upev\u0148ovan\u00ed n\u00e1kladu: \u010co treba dodr\u017eiava\u0165? 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Wie sichert man Ladung korrekt und was sind die Grundlagen der Ladungssicherung? 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