船舶全長 的英文怎麼說

中文拼音 [chuánquánzhǎng]
船舶全長 英文
loa length over all
  • : 名詞1. (水上的運輸工具, 船舶的通稱) boat; ship; vessels 2. (姓氏) a surname
  • : 名詞(航海大船) oceangoing ship; seagoing vessel of considerable size
  • : Ⅰ形容詞1 (完備; 齊全) complete 2 (整個) whole; entire; full; total Ⅱ副詞(完全; 都) entirely...
  • : 長Ⅰ形容詞1 (年紀較大) older; elder; senior 2 (排行最大) eldest; oldest Ⅱ名詞(領導人) chief;...
  • 船舶 : shipping; boats and ships; vessel; watercraft; water-dipper
  1. Although the accuracy in meterological forecast of tropical cyclones has been distinctly improved, it is still a difficult problem confronting masters and anti - typhoon team leaders of the companies how to steer clear of typhoon reasonably and safely in case that the actual resistance to typhoon is strong enough, the sea area wide enough, and the time permitting ; to avoid unreasonable deviation, anchoring for shelter, blindly rushing onto her path, being involved in storm area, even into the the center of typhoon ; under the limitation of the condition of the sea area and time. how to take correct meassures to escape, such as navigating with wind or windward in bias angle, slowing down, anchoring, berthing alongside the warf, mooring to buoy, etc. as early as possible

    盡管氣象部門對熱帶氣旋監測預報的準確率已經比過去有了明顯的提高,然而在海上如何避離臺風,如何做到在本實際抗風能力允許、海域條件允許、時間也充裕的前提下合理避臺,安避臺,避免不合理的繞航、 「扎風」 ,避免盲目冒進「搶風頭」 ,更避免被捲入強風區甚至臺風中心;在海域條件受限、時間尷尬的情況下又如何正確採取偏順航、偏頂航、滯航、錨泊、系岸、系浮等抗臺措施和技術,盡快擺脫臺風的影響,仍然是擺在和公司防抗臺領導小組面前的一個實實在在的難題。
  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「員、引航員或者承運人的其他受僱人在駕駛或管理中的過失」承運人不負賠償責任。因為這一點,海商法學界稱之為不完過失責任制。
  3. Nothing in this standard shall be deemed to impair the right of the master of a ship to require a seafarer to perform any hours of work necessary for the immediate safety of the ship, persons on board or cargo, or for the purpose of giving assistance to other ships or persons in distress at sea

    本標準的任何規定不得妨礙出於上人員或貨物的緊急安需要,或出於幫助海上遇險的其他或人員的目的而要求一名海員從事任何時間工作的權利。
  4. The stability of ship in waves is the important part of sea transport security, over the last decade, it is the focus of the discussion when imo and most flag states investigated all means to enhance the safety of ships

    在波浪中的穩性問題是海上運輸生產安性的重要方面,也是期以來imo和所有航運大國討論和致力解決的重要技術問題。
  5. The second chapter studies the economy of ship ' s power plants, based on the aspects of lowering fuel cost, waste heat recovery, the match of ship, machinery and propeller, increasing propulsion efficiency, increasing the economy of ship ' s power plants, etc. the third chapter discusses in detail the control measures of voyage change cost, analysizes systematically the voyage change cost based on the way of fuel cost, harbor cost, voyage venture cost. the fourth chapter studies the structures and control measures of seafarers cost, maintenance cost, spare parts and stores cost, lubricating oil cost, etc. which are relatively easy to be controlled ; based on the state maintenance decision - making, a mathematical model is put forward, the validity and its solve process are discussed. the control measures of spare parts, fuel cost and lubricating oil cost should be based on scientific budget, through the control means of application, reception, usage, store check, try to acquire the inosculation of theory

    第一章主要討論營運運輸成本,對運輸成本的概念、結構、性質與分攤、成本細分進行了分析,從宏觀上闡明了運輸成本的生存環境和生趨勢;第二章研究了動力裝置的經濟性,在營運降低油耗、廢熱利用、機槳匹配、提高推進效率、提高動力裝置經濟性的有效途徑等方面進行了闡述和論證;第三章詳細論述並論證了航次變動成本的控制措施,面系統地分析和總結了航次變動成本,通過對燃油成本、港口使費、航次風險成本的分析與控制,提出了航次風險成本的概念並論述了若干航次風險成本的控制措施;第四章對營運成本中的員費用控制、維修保養及其費用控制、備件物料管理及其費用控制等幾個主要可控性較高的成本進行了細致的分析並分別討論了相互的控制措施,提出了基於狀態維修決策的馬爾可夫數學模型並論證了模型的正確性及具體解算步驟,對于備件、燃潤物料的控制堅持以科學的預算為前提,以申領、接收、使用、盤存為控制環節,切實做到理論與實踐的密切結合;第五章,結合營運成本的預核算的案例,對營運成本的預算及核算進行了有益的探討,旨在揭示成本發生的動因,並給出了成本預算、核算的編制方法。
  6. Design the project of the system about " security information broadcast and dynamic monitor of ship on river ", the system is a typical application based on its communication platform. 2

    構建了「江安信息播發及動態監測系統」的整體方案,該系統是基於智能交通通信平臺的一個典範應用; 2
  7. Temporary provisions on inspection for the safety of ships sailing in changjiang river ' s main line

    江干線在航檢查暫行規定
  8. In any situation whatsoever and wheresoever occurring and whether existing or anticipated before commencement of or during the voyage, which in the judgment of the carrier or the master is likely to give rise to risk of capture, seizure, detention, damage, delay or disadvantage to or loss of the ship or any part of her cargo, or to make it unsafe, imprudent, or unlawful for any reason to commence or proceed on or continue the voyage or to enter or discharge the goods at the port of discharge, or to give rise to delay or difficulty in arriving, discharging at or leaving the port of discharge or the usual or agreed place of discharge in such port, the carrier may before loading or before the commencement of the voyage, require the shipper or other person entitled thereto to take delivery of the goods at port of shipment and upon failure to do so, may warehouse the goods at the risk and expense of the goods ; or the carrier or the master, whether or not proceeding toward or entering or attempting to enter the port of discharge or reaching or attempting to reach the usual place of discharge therein or attempting to discharge the goods there, may discharge the goods into depot, lazaretto, craft, or other place ; or the ship may proceed or return, directly or indirectly, to or stop at any port or place whatsoever as the master or the carrier may consider safe or advisable under the circumstances, and discharge the goods, or any part thereof, at any such port or place ; or the carrier or the master may retain the cargo on board until the return trip or until such time as the carrier or the master thinks advisable and discharge the goods at any place whatsoever as herein provided ; or the carrier or the master may discharge and forward the goods by any means, rail, water, land, or air at the risk and expense of the goods

    四、不論任何地方任何情況,不論是在開航前或航程中存在或預料到的,只要承運人或認為可能有導致捕獲、扣押、沒收、損害、延誤或對或其貨物不利或產生滅失,或致使起航或續航或進港或在卸貨港卸貨不安、不適當、或非法,或致使延誤或難于抵達、卸載或離開卸貨港或該港通常或約定的卸貨地,承運人可在裝貨或開航前要求發貨人或與貨物權利有關的其他人在裝貨港口提回貨物,如要求不果,可倉儲貨物,風險和費用算在貨主頭上;承運人或,不論是續航至或進入或企圖進入卸貨港,或抵達或企圖抵達港口通常的卸貨地,或企圖在此卸貨,也可將貨物卸在倉庫、檢疫站、駁,或其他地方;也可續航或回航,直接或間接地,抵達或停留在或承運人在此情況認為安或適當的任何港口或地點,部或部分將貨物卸在此港口或地點;承運人或也可將貨物留在上,直到回航或直到承運人或認為適當時將貨物卸到本合同所規定的任何地方;承運人或也可卸貨並將貨物用任何交通工具,經鐵路、水路、陸路、或空運轉運貨物,風險和費用算在貨主頭上。
  9. Provided that when damage to the ship is discovered at a port or place of loading or call without any accident or other extraordinary circumstance connected with such damage having taken place during the voyage, then the wages and maintenance of master, officers and crew and fuel and stores consumed and port charges incurred during the extra detention for repairs to damages so discovered shall not be admissible as general average, even if the repairs are necessary for the safe prosecution of the voyage

    如果的損壞是在裝貨或停靠港口或地點發現的,而且航程中沒有發生過與此項損壞有關的任何意外事故或其他特殊情況,則在修理上述損壞的額外停留期間所支付的、高級員和一般員的工資、給養和消耗的燃料、物料和港口費用不得認作共同海損,即使這項修理是安的完成航程所必需的。
  10. The automatic steer is an important equipment in shipping maneuvering. as the increasing need of safety, the requirement for the automatic steer gets greater and greater

    用於操縱的自動舵是系統中不可缺少的重要設備,隨著對航行安及營運需求的增,對自動舵的要求也日益提高。
  11. Chapter 4 analyzes the relation of off - hire clause and employment and indemnity clause. unless the master can demonstrate the enough evidence to show it will danger the ship and crew according to the order of the charterer, he must act under the orders and directions of the charterer as regards employment and agency. if not, the delay from the master ' s decision would lead to off hire

    第四章主要結合案例分析停租條款與雇傭賠償條款的關系,在除非能夠舉出足夠的證據表明如果遵守租人的航行指令會危及和l或員的安,他必須依據雇傭賠償條款遵守租人的指令,否則就成立停租,東就會對因此而產生的延遲損失賠償。
  12. The positive is that as a substitute of old channel or a part of the new channel shiplock maintains the continuation of channel and makes possible the channel free from navigational obstruction and waterway transportation progress. the negative is that shiplock at the same time brings some problems to waterway transportation, such as the long time passing through shiplock, the piling up of vessels, making less other ' s benefits and making more other ' s costs, making conditions and forms of transportation change, making more complicated the waterway transportation safety management and navigation order keeping, and adding up transportation costs

    在經濟學意義上,閘具有正負外部性,正的外部性為,閘作為原航道的替代物或新航道的一部分,保證了航道的連續性,為保證航道暢通、航運發展提供了可能;負的外部性為,閘同時給航運帶來了一些問題,如過閘時間積壓,引起他人效用的減少和成本增加,以及運輸組織條件、方式改變,使水上交通安管理和航行秩序維護更加復雜,增加運輸成本。
  13. The provision of this contract shall apply to the salvage services, wholely or partly, as defined in this contract that have been rendered to the vessel and / or her cargo, freight, bunkers, stores and other property in danger without the express and reasonable prohibition on the part of the salved party or the master prior to signing this contract

    第十二條如果在簽訂本合同之前,被救助方或沒有明確和合理地制止,救助方對遇險的及/或上貨物、運費、燃料、物料和其他財產已提供了本合同所指的部或部分救助服務,本合同的規定應適用於這種服務。
  14. The planned route is fixed according to sea area, ship condition and weather element. then we may correct the route, rudder and engine in the light of wind currency and obstacle as well as make control in accordance with actual state, economy and requirement to obtain the relevant avoidance data by using of ais or arpa and offer the corresponding navigational safe areas in connection with the various navigational areas and conditions

    利用ais ( automaticidentificationsystem ,自動識別系統)或arpa (自動雷達標繪儀)獲得相關的避讓數據,對相同海域航行的態勢及度進行避航領域的推算,將其結果與實際調查的情況進行擬合和數據處理,針對不同的航行區域與條件,給出相應的航行安領域。
  15. There must be a marine casualty happened every 4 days before 1984, the amount of marine casualty happened at this area corresponds to 1 / 7 amount of the whole changjiang " marine casualty, so mariners gave it a name as " mouth of tiger ". due to the specific geographical condition and the extremely representative vessel traffic management of changjiang yingongzhou channel section, many intelligent people began researching and practicing the vessel traffic management of this changjiang " s down - stream complicated channel section from 1980s, at dec 15th 1984 the authority at that time - changjiang yingongzhou channel section previously ; up to the last years of 1980s ministry management administration applied traffic control on changjiang yingongzhou channel section previously, up to the last years of 1980s ministry of communications assigned shanghai marine college, shanghai ship & shipping research institute and changjiang harbor superintendence administration to make feasibility demonstrate about modern vts of zhenjiang traffic control section ; in 1990 dasha radar station which is the first radar vts station with inner river was finished, groped a new way for applying modern radar traffic control of vessel traffic management ; in 1997 the vtms of changjiang " s down - stream from nanjing to liuhekou was completed with connecting net and came into operation formally, meanwhile the signals of dasha radar station were conveyed to vts center by light cable, and then united applying vessel traffic management upon the whole authorized area ; in jun 2001 jiangsu msa made changjiang yingongzhou channel section as the first experimental group of creating " civilized, safe, passable channel activity, updating dasha radar antenna and receive - transmitter building closed - circuit television monitor system, setting uo safety warning board, starting navigational route reformation, carrying out united construction

    1984以前這里平均每四天就發生一起海損事故,事故數占整個江的1 7 ,被行人稱為「老虎口」 。江尹公洲航段緣其極為特殊的地理區位條件和極具代表性的交通管理,從上個世紀八十年代初就有識之士開始了這個江下游最復雜航段的交通管理探索和實踐。 1984年11月15日當時的江航政管理局在江尹公洲水域率先施行交通管制;到八十年代末交通部委託上海海運學院、上海研究所和江港監局聯合開展鎮江交通管制段建立現代化交管系統的可行性論證; 1990年大沙雷達站? ?內河第一座雷達交管站建成,摸索實施現代化雷達交管的交通管理新途徑; 1997年江下游南京至瀏河口交通管理系統建成聯網投入正式運行,同時將大沙交管雷達信號通過光纜傳輸至交管中心,統一實施轄區交通管理; 2001年6月江蘇海事局將江尹公洲航段作為第一批創建「文明平安暢通航段」活動試點航段,更新大沙雷達天線和收發機,著手閉路工業電視監控系統建設,設立安警示牌,啟動航路改革,開展聯合「共建」 。
  16. At the same time in theory extent summarize the management experience of changjiang yingongzhou water area, expound setting up direction tridimensional monitor - control vessel traffic safety management mode, improve management level in full - scale, all

    武漢理工大學碩士學位論文同時從理論高度分析江尹公洲水域管理現狀,提出建立方位立體監控交通安管理模式。
  17. The shifting of cargo on board ro - ro ships has been identified as a contributory factor for the significant number of ro - ro ships casualties, worldwide, over the last decade

    滾裝上車輛的綁扎系固問題是滾裝運輸生產安性的重要方面,也是期以來imo和所有滾裝運輸大國討論和致力解決的重要技術問題。
  18. Article 91 if, due to force majeure or any other causes not attributable to the fault of the carrier or the shipper, the ship could not discharge its goods at the port of destination as provided for in the contract of carriage, unless the contract provides otherwise, the master shall be entitled to discharge the goods at a safe port or place near the port of destination and the contract of carriage shall be deemed to have been fulfilled

    第九十一條因不可抗力或者其他不能歸責于承運人和托運人的原因致使不能在合同約定的目的港卸貨的,除合同另有約定外,有權將貨物在目港鄰近的安港口或者地點卸載,視為已經履行合同。
  19. The safety radio broadcasting and moving supervision network have such functions as releasing safety broadcasting punctually, tracing the ships, and receiving the alarms from endangered ships

    江安廣播和動態監控網,具有定時向江各發布安廣播,跟蹤動態信息,雙向短消息傳輸,接收遇險報警等網路功能。
  20. The control protocol on the safety broadcasting in the yangtze river and the basic level of moving supervision network concerns functions like the moving supervision of the ships from the bank, safety information broadcasting, alarms from endangered ships, two - way short message sending and so on

    航安廣播和動態監控網底層分時通信協議涉及岸對的動態監控、安信息廣播、遇險報警、雙向短消息傳輸等各項業務。
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