Anonymous
Anonymous asked in 教育與參考其他:教育 · 1 decade ago

關於原文航運期刊的翻譯!!!!!急!!!!!!!

The large ships of the future are expected to call mainly at transhipment hubs. Transhipment, or ship –to-ship transfer, is essentially an internal activity of ocean carriers. This is particularly the case when both mothership and feedership belong to the same line. These ports function as private ports and should not be developed by public monies. This new reality has recently been demonstrated in the

US with Maersk Sealand electing to develop its Norfolk hub on private land, outside the Virginia Port Authority, and SSA/Americana choosing Texas City, outside the public Port of Houston.

Containerisation, from its early stage, was involved in unprecedented worldwide coordination and cooperation. The size and weight of boxes were determined by voluntary agreements to allow all ports the use of standard handling equipment. It seems that it is now appropriate for port and maritime authorities, along with respective governmental agencies, to get together and establish a global organization (World Maritime Council) that, in turn, agrees on the dimensions of channels, ports and container ships. If, indeed, the system cost reaches its minimum at 8,000TEU, the agreed international standard for access channel should be for a 15.2m (50ft) draught and the respective width and turning angles. A timely agreement could save the costs associated with uncertainty and mistakes, benefiting all participants.

It should be emphasized that coordination on channel dimensions is not intended to limit competition between ports and lines, but to guide it into the range whereby its results are beneficial to the public at large. A revealing comparison is with a public works department that regulates the dimensions of public roads and trucks, while not interfering with the competition among truck operators on these roads.

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  • 1 decade ago
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    大型船舶未來的預期要求,主要轉運中心。轉運,或艦對艦轉讓,基本上是一個內部活動的海運承運人。這是特別的情況下,都母艦和feedership屬於同一線。這些港口的功能私營港口和不應該開發的公共款項。這一新的現實最近已表現在

    美國公司馬士基海陸的選舉,以制定其諾福克樞紐在私人土地上,弗吉尼亞州以外的港務局和SSA /美國得克薩斯州的選擇外,市民休斯敦港。

    集裝箱,從早期階段,參與了前所未有的全球協調與合作。在尺寸和重量箱確定了自願協議,允許所有端口使用標準的處理設備。看來,現在是適當的港口及航運當局,以及各自的政府機構,走到一起,並建立一個全球性組織(世界海事理事會) ,反過來同意方面的渠道,港口和集裝箱船。事實上,如果該系統成本達到最低時8000TEU ,商定的國際標準,准入通道應為一十五點二米(五十英尺)吃水和各自的寬度和轉向角度。及時協議可以節省相關費用的不確定性和錯誤,使所有參與者。

    應該強調指出,協調渠道方面不打算限制港口之間的競爭和線路,而是引導它進入的範圍,即其結果有利於廣大市民。比較暴露的是公共工程部門,規範層面的公共道路和卡車,同時不干擾競爭的卡車運營商在這些道路。

    翻的不好不要怪我喔

    圖片參考:http://tw.yimg.com/i/tw/ugc/rte/smiley_4.gif

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