- meira
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甲板上有起重装卸设备的空间灵活的集装箱货船.
下面是google自动翻译的及原文:升降(卢/卢)船舶就是了船只(电梯就举过)的船只可以运载各种不同的产品作为一个 由于其灵活的储物空间,集装箱量和车载起重机. 升降(卢/卢)货物的是集装箱货物,必须取消和关闭船只及其他车辆使用装卸设备. 一个就是了运作,是当货物在装货和卸货李玉盛该船使用起重机或高高耸立. 就是了船只装卸货物滚装(滚装)端口, 负载负荷过(路路) ,港口和码头这幅用自己的起重机. 自我面向升降(卢/卢)型船只装货和卸货,由起重机 其中货运升降机某一具体位置就桢/螺船. 货物装载的是根据具体的计划,这是必要的,以平衡螺/螺船舶 他们没有配备压调节机制. 虽然滚装(滚装)船提供了巨大的,每个集装箱的成本效益而言,处理各类劳动 用 减少载客量,这些船只可能倾向于使用电梯-升空(罗-罗)货柜上驳船为普通货物 服务(集装箱可堆叠多个集装箱高度) . 港口和码头作业的深水海港,也是不改的短程航运业务. 由于远洋货柜船是主要客户,在这些港口,他们通常喜欢的时候泊位, 劳动和设备的可用性. 这是一个特别的关注lift-on/lift-of (罗-罗)船舶 其中需要花费大量的劳力和设备,装载和卸下货物. 事实上,在沿海罗-罗船舶一般都拨出24小时,每端口电话 虽然只有8至12个小时,必须带负荷和卸载货物. 货船可以配备各种货物装卸系统, 最常遇到的系统被列为要么罗-罗或滚装(船有时称为 卢古嘉利或滚装船舶,即使是有可能都装载能力,对同一船) . 各型船舶及货物装卸系统的应用可能会更适合于特定商品. 此外,每个都有优缺点,在成本和服务特色. 匹配技术,以现有港口设施,商品市场, 劳动和制约因素,将具有强大的影响,对经济学的一个特定行动. 在1960年代和1970年代初期, 传统的车辆运营的电梯升空(就是了)型被广泛使用于与运送 厂新车. 船只将钻机hoistable汽车甲板和负载什么,从500名上升至3000辆大小 该船. 该就是了很快就被取代,由滚装(处所)汽车的载体. 作为70年代的发展,纯汽车航母(顾明)开始取代传统的船只. 投诉当时已发展成纯汽车卡车承运人(跨国) ,以满足高 和重型货物. 升降(罗-罗)的货物装卸系统往往用船或驳船用于运输容器中短程运输业务. 一些罗-罗船舶,统称为"自我适应"的船只,包括甲板式起重机装卸,可以降低整体能力. 这些船只起重机有时需要,以方便装卸集装箱在港口无足够岸边接应的起重机. 该坦克登陆舰,气垫(的lcac )是一种可以携带就是了货物,如21英尺的集装箱. 甲板上装载了lolo货物及货柜是最可取的方法是由于运输,以支持要求. 最好的方法是为货物流动装上拖车或卡车快速放电使用处所 斜. 不过,大部分的容器都是不发货底盘和卡车资产将受到限制. 就是了,货物可装入的lcac使用起重机从自给自足的容器或辅助起重船. 该要的lcac泊垂直船舶,鞠躬向船舶,以避免破坏船只螺旋桨槽等. 发动机的lcac必须担保期间就是了货运业务. 这个泊程序可能只是根据海况1 ,即理想条件. 垂直锚泊位置不能保持与担保引擎在公海或风. 之间的相对运动船和船上结合pendulation负荷期间就是了行动,以创造危险的条件下可 造成损害的船和船员受伤. 货物必须小心降低,以避免受伤船员或接触的lcac舱和动力集会 一方的货物甲板. 就是了作业条件下超过海况1 ,一般不考虑实际.
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感谢您为 Google 翻译提供翻译建议。我们会利用您的建议在将来更新我们的系统时提高翻译质量。 升降(卢/卢)船舶就是了船只(电梯就举过)的船只可以运载各种不同的产品作为一个 由于其灵活的储物空间,集装箱量和车载起重机. 升降(卢/卢)货物的是集装箱货物,必须取消和关闭船只及其他车辆使用装卸设备. 一个就是了运作,是当货物在装货和卸货李玉盛该船使用起重机或高高耸立. 就是了船只装卸货物滚装(滚装)端口, 负载负荷过(路路) ,港口和码头这幅用自己的起重机. 自我面向升降(卢/卢)型船只装货和卸货,由起重机 其中货运升降机某一具体位置就桢/螺船. 货物装载的是根据具体的计划,这是必要的,以平衡螺/螺船舶 他们没有配备压调节机制. 虽然滚装(滚装)船提供了巨大的,每个集装箱的成本效益而言,处理各类劳动 用 减少载客量,这些船只可能倾向于使用电梯-升空(罗-罗)货柜上驳船为普通货物 服务(集装箱可堆叠多个集装箱高度) . 港口和码头作业的深水海港,也是不改的短程航运业务. 由于远洋货柜船是主要客户,在这些港口,他们通常喜欢的时候泊位, 劳动和设备的可用性. 这是一个特别的关注lift-on/lift-of (罗-罗)船舶 其中需要花费大量的劳力和设备,装载和卸下货物. 事实上,在沿海罗-罗船舶一般都拨出24小时,每端口电话 虽然只有8至12个小时,必须带负荷和卸载货物. 货船可以配备各种货物装卸系统, 最常遇到的系统被列为要么罗-罗或滚装(船有时称为 卢古嘉利或滚装船舶,即使是有可能都装载能力,对同一船) . 各型船舶及货物装卸系统的应用可能会更适合于特定商品. 此外,每个都有优缺点,在成本和服务特色. 匹配技术,以现有港口设施,商品市场, 劳动和制约因素,将具有强大的影响,对经济学的一个特定行动. 在1960年代和1970年代初期, 传统的车辆运营的电梯升空(就是了)型被广泛使用于与运送 厂新车. 船只将钻机hoistable汽车甲板和负载什么,从500名上升至3000辆大小 该船. 该就是了很快就被取代,由滚装(处所)汽车的载体. 作为70年代的发展,纯汽车航母(顾明)开始取代传统的船只. 投诉当时已发展成纯汽车卡车承运人(跨国) ,以满足高 和重型货物. 升降(罗-罗)的货物装卸系统往往用船或驳船用于运输容器中短程运输业务. 一些罗-罗船舶,统称为"自我适应"的船只,包括甲板式起重机装卸,可以降低整体能力. 这些船只起重机有时需要,以方便装卸集装箱在港口无足够岸边接应的起重机. 该坦克登陆舰,气垫(的lcac )是一种可以携带就是了货物,如21英尺的集装箱. 甲板上装载了lolo货物及货柜是最可取的方法是由于运输,以支持要求. 最好的方法是为货物流动装上拖车或卡车快速放电使用处所 斜. 不过,大部分的容器都是不发货底盘和卡车资产将受到限制. 就是了,货物可装入的lcac使用起重机从自给自足的容器或辅助起重船. 该要的lcac泊垂直船舶,鞠躬向船舶,以避免破坏船只螺旋桨槽等. 发动机的lcac必须担保期间就是了货运业务. 这个泊程序可能只是根据海况1 ,即理想条件. 垂直锚泊位置不能保持与担保引擎在公海或风. 之间的相对运动船和船上结合pendulation负荷期间就是了行动,以创造危险的条件下可 造成损害的船和船员受伤. 货物必须小心降低,以避免受伤船员或接触的lcac舱和动力集会 一方的货物甲板. 就是了作业条件下超过海况1 ,一般不考虑实际.
Lift-on/Lift-off (LO/LO) Ships
LoLo vessels (Lift on - Lift Off) vessels can transport a range of different products as a result of their flexible cargo space, container capacity and onboard cranes. Lift-on/Lift-off (lo/lo) cargo is containerized cargo that must be lifted on and off vessels and other vehicles using handling equipment. A LOLO operation is when cargo is loaded and discharged over the top of the vessel using cranes or derricks. LoLo vessels load and unload cargo at Roll On-Roll Off (Ro-Ro) ports, Load On-Load Off (Lo-Lo) ports and at unserviced jetties, using its own cranes. Self-geared Lift-on/Lift-off (Lo/Lo) type vessels are loaded and unloaded by a crane, which lifts cargo to a specific location on the Lo/Lo ship. The cargo is loaded pursuant to a specific plan that is necessary in order to balance the Lo/Lo ships as they are not equipped with ballast-adjusting mechanisms.
Although roll on-roll off (ro-ro) vessels offer significant per container cost benefits in terms of handling and types of labor used, the reduced carrying capacity of these vessels may favor the use of lift on-lift off (lo-lo) container-on-barge for general cargo services (containers can be stacked multiple containers high).
Port and terminal operations at deepwater seaports are also not amenable to shortsea shipping operations. Since ocean-going containerships are the primary customers of these ports, they typically have preference when it comes to berth, labor, and equipment availability. This is a particular concern for lift-on/lift-of (lo-lo) ships, which require a significant amount of labor and equipment for loading and off-loading of cargo. In fact, coastal lo-lo ships typically have to allocate 24 hours per port call, though only eight to 12 hours are required for on-load and offload of cargo.
Cargo vessels can be equipped with a variety of cargo handling systems, the most commonly encountered systems being classified as either lo-lo or ro-ro (the vessels may sometimes be referred to as lo-lo or ro-ro vessels even though it is possible to have both loading capabilities on the same vessel). Each vessel type and cargo handling system has applications that may be more appropriate for specific commodities. In addition, each has advantages and disadvantages in terms of cost and service characteristics. Matching the technology to available port infrastructure, commodity markets, and labor constraints will have a strong influence on the economics of a particular operation.
In the 1960"s and early 1970"s, conventional vehicle carriers of the Lift On Lift Off (LOLO) type were used extensively in connection with the transportation of factory new cars. The vessels would rig hoistable car decks and load anything from 500 up to 3000 cars depending on the size of the vessel. The LOLO was soon replaced by the Roll On Roll Off (RoRo) car carrier. As the 70"s developed, the Pure Car Carrier (PCC) started to replace the conventional vessels. The PCC was then developed into the Pure Car Truck Carrier (PCTC) in order to meet the demands for high and heavy cargo.
Lift-on/lift-off (lo-lo) cargo handling systems are often used on vessels or barges used to transport containers in shortsea operations. Some lo-lo vessels, referred to as "self-geared" vessels, include deck-mounted handling cranes, which can reduce overall capacity. These vessel-mounted cranes are sometimes required to facilitate loading and unloading of containers at ports without adequate shore-side cranes.
The Landing Craft Air Cushion (LCAC) is able to carry LOLO cargo, such as twenty-foot containers. Deck loading of LOLO cargo and containers is the least desirable method of transportation due to support requirements. The preferred method is for cargo to be mobile loaded on trailers or trucks for quick discharge using the RORO ramps. However, most containers are not shipped on chassis and truck assets will be limited.
LOLO cargo may be loaded into the LCAC using cranes from a self-sustaining vessel or an auxiliary crane ship. The LCAC must moor perpendicular to the ship, bow in to the ship, to prevent damage to craft propellor ducts. LCAC engines must be secured during LOLO cargo operations. This mooring procedure is possible only under Sea State 1, or ideal, conditions. The perpendicular mooring position cannot be maintained with the engines secured in high seas or winds. Relative motion between the craft and vessel combine with load pendulation during LOLO operations to create hazardous conditions which can cause craft damage and crew injuries. Cargo must be carefully lowered to avoid injuries to crew members or contact with LCAC cabins and powertrain assemblies on either side of the cargo deck. LOLO operations in conditions exceeding Sea State 1 are generally not considered practical.
- 北境漫步
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要求船必须自带装卸装备
- 苏萦
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船只必须具备自动马达。
- 康康map
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莫非是自动换档?
- 皮皮
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能自己发动的?