航海過失 的英文怎麼說

中文拼音 [hánghǎiguòshī]
航海過失 英文
exemption of nautical fault
  • 航 : Ⅰ名詞（船） boat; shipⅡ動詞（航行） navigate （by water or air）; sail
  • 過 : 過Ⅰ動詞[口語] （超越） go beyond the limit; undue; excessiveⅡ名詞（姓氏） a surname
  • 航海 : voyage; navigation航海保障 navigation support; 航海標志 seamark; 航海表 nautical table; 航海導航 ...
  • 過失 : 1 （因疏忽而犯的錯誤） fault; slip; error; misconduct; culpa; mistake; blunder 2 [法律] unpremedi...
  1. Said i, twas a terrible storm : a storm, you fool you, replies he, do you call that a storm, why it was nothing at all ; give us but a good ship and sea room, and we think nothing of such a squal of wind as that ; but you re but a fresh water sailor, bob ; come let us make a bowl of punch and we ll forget all that, d ye see what charming weather tis now

    簡單一句話，我們因循一般水手的生活方式，調制了甜酒，我被灌得酩酊大醉。那天晚上，我盡情喝酒胡鬧，把對自己過去行為的懺悔與反省，以及對未來下的決心，統統丟到九霄雲外去了。簡而言之，風暴一過，大海又平靜如鏡，我頭腦里紛亂的思緒也隨之一掃而光，怕被大海吞沒的恐懼也消失殆盡，我熱衷航海的願望又重新湧上心頭。
  2. According to china ' s maritime code, the liabiiity of breaching a contract of carriage of goods by sea is determined by whether the breaching party has f8ult or not, while it aiso stipuiates in articie 51 that ; " the carrier shaii not be iiable for the loss of or damage to the goods occurred during the period of carrier ' s responsibility arising or resulting from any of the foiiowing causes ( ( 1 ) fault of the mastef, crew members, pilot or servant of the carrier in the navigation or management of the ship "

    我國海商法在海上貨物運輸方面的承運人違約責任之歸責採取過錯責任原則，但因其在第51條又規定「船長、船員、引航員或者承運人的其他受僱人在駕駛船舶或管理船舶中的過失」承運人不負賠償責任。因為這一點，海商法學界稱之為不完全過失責任制。
  3. In fact, most of the collision accidents are caused by the navigator ' s carelessness, fault and those operations violating the international regulations for preventing collision at sea

    咎其原因，不難發現絕大多數碰撞事故都是由於航海者的疏忽、過失以及嚴重違反海上避碰覿則所導致。
  4. A discussion on carrier ' s navigation fault under maritime law

    海商法下的承運人航海過失之探討
  5. Yet i will not fail, as the others, for in my hands i now hold the charts, which will guide through perilous waters to shores, which only yesterday seemed but a dream

    然而，我不會像他們一樣失敗，因為我手中持有航海圖，可以領我越過洶涌的大海，抵達夢中的彼岸。
  6. Yet i will not fail, as the others, for in my hands i now hold the charts which will guide me through perilous waters to shores which only yesterday seemed but a dream

    然而，我不會像他們一樣失敗，因為我手中持有航海圖，可以領我越過洶涌的大海，抵達夢中的彼岸。
  7. In practice of carriage of goods by sea, the individuai shipper is the consumer of service, beiongs to a weak social group, so that the party who needs protection by the iaw shaii be the shipper but not the carriel howevef

    在海上貨物運輸中，廣大的貨物托運人是「消費者」 ，屬於弱勢群體，應當受到法律的保護。但現存的航海過失免責，卻與此相背，不能不令人遺憾。
  8. A lot of oil tanker failure was reported in recent years, which attracted much attention of navigation industry. after investigation and analysis, fatigue crack was suspected to be one of main causes. the fatigue cracks were discovered mostly on the side longitudinals at the connections to transverse bulkheads or transverse webs

    近年來，世界上有大量的油輪在海上失事，這一現象引起了各國航運界的高度重視，通過組織力量對油輪失事原因進行調查分析，認為一個重要的原因是艙內肋骨與上下翼艙的連接處的疲勞強度不足，導致艙室進水，然後波紋橫艙壁破壞導致進水過多而沉沒。
  9. Now we can draw a conciusion that there exists an inequaiity of right and liability between the carrier and shipper in china ' s maritime law considerinb that dangerous goods are a threat to the ship and its crew and the shipper is the person who knows the danger of the goods and how to prevent it, the author accepts that it is understandable to put a strict iiabiiity on the shipper who consigns dangerous goods

    由於危險貨物對船舶和船上人員的生命可能構成較大的危害，而且只有托運人才是最了解危險貨物的人，也是採取措施預防危險發生的最適合的人選，所以令其對托運的危險物承擔嚴格責任，筆者認為是可以理解的；而對于承運人就船員駕駛船舶和管理船舶的過失可以免責，在當今航海條件下，筆者則認為未必妥當。
  10. Firstly the influence that the abolishment of the defense the exception of error in navigation of vessel brings to shipping economy, collision damage and general average

    首先分析了廢除航海過失免責對航運經濟、碰撞索賠以及共同海損等可能帶來的影響。
  11. ( 3 ) comparing the diff9rent social conditions between the years in which immunity of navigation negiect appeared and the recent years. ln 19th century the navigationai techniques were undeveloped, once the ship left the dock, the ship owner could not control the ship and his crew effectiveiy and often the ship never came back because of great sea periis. w8 ail know the reason an employer shaii be responsibie for his employee ' s fau

    國際上早在五、六十年代就已注意到航海過失免責的經濟基礎不復存在，主張廢除航海過失免責的呼聲漸高，在一些代表貨主利益的內陸國家的努力下，於1978年3月引日在德國漢堡舉行的由78個國家參加的全權代表大會上，通過了否定航海過失免責的《聯合國海上貨物運輸公約》 ，簡稱《漢堡公約》 。
  12. In contrast, the author believes that it is unreasonabie that the carrier have immunity from the fault of his crew under up - todate navigation condition. the author will justify his opinion by ; ( 1 ) discussing the history of liabiiity basis system and the evoiution of its civii iaw standardi the iiabiiity basis system experienced objective distribution stage to subjective stage, which indicates the negation of subjective f8ult

    本文將從以下幾個方面進行論述： （一）分析歸責原則的發展歷程、民法基本觀念（即民法的本位）的演進，從宏觀的法律原理方面抽象論證航海過失免責的非正當性；歸責原則從客觀歸責到主觀歸責的發展，表明人類對主觀過錯的否定，雖然在意思自治原則下出現了一些過失免責，但各國都對此給以了限制。
  13. The case is that the maritime law immunes the carrier from the liability of navigation negiect, which severely ignores the evolution of the civii law standard. ( 2 ) anaiyzing the effects of two diff8rent kinds of distribution of liability ffom a legal economics viewpoint. legal economics theories believe that if an act andlor a iaw theory is reasonable, it will maximize the sociai wealth

    論歸責原則與航海過失免菏上海海運學院石聖科（二）利用法律的經濟分析方法，從微觀上論證航海過失免責的低效率問題；從責任配置的後果的分析來看：因為船東直接控制船舶，其控製成本比貨主的控製成本要低得多。
  14. Rights to contribution in general average shall not be affected, though the event which gave rise to the sacrifice or expenditure may have been due to the fault of one of the parties to the adventure, but this shall not prejudice any remedies or defences which may be open against or to that party in respect of such fault

    即使引起犧牲或費用的事故，可能是由於航程中某一方的過失所造成的，也不影響要求分攤共同海損的權利，但這不妨礙非過失方與過失方之間就此項過失可能提出的任何索賠或抗辯。
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