Bahasa
Inggris UAD (Naskah 1)
Terjemahkan
kisah dibawah ini kedalam Bahasa Indonesia yg baik dan benar :
The
Sibigo of the Netherlands merchant navy was caught in a cyclone in the Coral
Sea on M arch 16, 1945, and foundered with the greater part of her 85 men crew.
Only 13 survivors were picked up by a steamer of the same nationality after
having been drifting about on two raft for several days. Among those who were
rescued were the second officer and the chief wireless operator. The former
reported that the captain did all in his power to save the vessel and her crew.
The gale commanded at 11 a.m.
on March 13. Tremendous seas battered the ship, the engines broke down and the
holds were making water. The boats were all washed overboard so that, when the
order was given to abandon the disabled vessel, rafts had to be flung
overboard. The two wireless operators and some men of the crew managed to find
momentary safety on one of the rafts. The chief radio officer reported that the
last he saw of the captain and the first officer was that they were standing
together on the navigating bridge of sinking vessel. The raft was overturned
several times and the second wireless operator and a native sailor
were drowned. The wreck was
rolling heavily and suddenly she was seen to turn over on her beam-ends. She
righted herself again for moment and next went down stern first. The raft was
tossed about helplessly for four days, the castaways living on tins of milk and
meat, but lacking drinking water all together. On March 20 a search plane
spotted them and enable to land on the rough seas, dropped food supplies. A
gunner’s mate left the raft to try and secure the supplies, but his strength
giving out, he was drowned. Of the six rafts that had left the ship only two
were found, carrying thirteen survivors. In spite of an extensive search by sea
and air not a trace was discovered of the other rafts. The Sibigo was built in
Tenggelamnya
Kapal Sibigo
Kapal Sibigo dari pelayaran
niaga Belanda terperangkap didalam badai laut Coral pada tanggal 16 Maret 1945,
dan tenggelam serta sebagian besar dari awak kapal sebanyak 85 orang, hanya 13
yang selamat yang diangkut oleh sebuah kapal dengan berkebangsaan yang sama
setelah terapung-apung diatas dua buah rakit untuk beberapa hari. Diantara
mereka yang selamat terdapat Mualim II dan Markonis Kepala, Perwira Radio
Kepala. Mualim II nya melaporkan bahwa nakhoda telah melakukan segala sesuatu
menurut keemampuannya untuk menyelamatkan kapal dan awaknya.
Badai mulai pada jam 11
pagi; pada tanggal 13 Maret, ombak besar menghantam kapalnya sehingga mesinnya
macet dan palka-palka kemasukan air, sekoci-sekocinya terlempar ke laut.
Sehingga sewaktu perintah untuk meninggalkan kapal yang malang
Pada tgl 20 maret, pesawat
udara pengintai melihat mereka dan karena tidak mungkin mendarat di ombak yang
keras, mereka menjatuhkan pasokan—pasokan makanan. Seorang penembak
meninggalkan rakit untuk berusaha mendapatkan pasokan-pasokan tsb tetapi habis
kekuatannya dan ia tenggelam. Dari keenam rakit yang meninggalkan kapal, hanya
dua yg ditemukan kembali, yg mengangkut 13 korban. Meskipun pencarian yg luas
melalui laut dan udara, tidak menemukan jejak rakit—rakit yang lain.
Kapal Sibigo dibangun di Rotherdam
dan pada tahun 1928 diambil alih oleh Perusahaan Royal Packet Navigation
Company, untuk pelayaran antar pulau di Hindia Belanda. Waktu Jepang memasuki
kepulauan ini, kapal Sibigo berhasil melarikan diri tanpa cedera dari pelabuhan
Cilacap di pantai selatan jawa tengah dan tiba di Australia Barat pada tgl 7
Maret 1942. Kemudian kapal tsb melakukan banyak sekali pelayaran antara Australia Papua New Guinea
Abbreviations
FIOST: Free in out Stowed and Trimmed.
Meaning that all
cargo costs will be borne by the charterer, free for the vessel.
LayCan : Laydays and Canceling date.
Example. 15-30
Sept. 2004. meaning that vessel does not have to arrive as cargo not ready yet
but not after 30 Sept. (canceling date).
MOLOO :More Or Less
Owners Option
To be inserted in the charter
party to prevent the owners from being claimed by the Charterer in case not all
the cargo contracted can be lifted, to be declared by the master before
completion of loading.
Example. “10000 tons 10 % MOLOO
to be declare by the master 12 hours before completion of loading”, that mean
if 10 % less than 10000 tons, vessel can not be claimed.
CQD : Customary Quick Dispatch.
In accordance with customary
speed in port.
TLO : Total Loss Only.
Condition that used if detriment
is total loss ( actual, constructive, pressured ). Indemnity only if total loss.
B/L : Bill of
Lading is evidence of a contract of carriage.
CTL : Constructive Total Loss.
If the costs to return the ship
in the condition before the damage will exceed the value of the ship when
repaired.
GA : General Average.
There is GA act.
When and only when any extra ordinary sacrifice or expenditure is intentionally
and reasonable make or in cure for the common safety, to preserve from perils
the property involved in common maritime adventure.
NOR : Notice of Readiness
That the ship is
in all respects ready to load or discharge.
WWDSHEX (Weather
Working Days Sundays and Holidays Excepted)
Only working
days, weather permitting will be counted, while Sundays and holidays are
excepted.
WIFPON (Weather in Free Pratique
Or Not)
NOR may be tendered before free pratique is obtained.
WICCON
(Weather
In Custom Clearance Or Not)
Cargo operations
may begin prior to obtaining custom clearance.
LIFO
: Liner In Free Out
Loading costs is
to be borne by the ship while discharging will be borne by the cargo or
charterer.
WIBON
(Weather In Berth Or Not)
NOR may be tendered although the vessel has arrived.
Demurrage
A
penalty to be paid by the charterer as loading/discharging exceeds the time
allowed.
Dispatch
The
opposite of Demurrage, a kind of a bonus to be paid by the owners for having
his ship earlier back than the time allowed, but dispatch is only half demurrage.
LOF
: Lloyd Open Form
A salvage contract based on no cure no pay.
a.a.r
: Against
All Risk
Bahasa
Inggris UAD (Naskah 2)
Terjemahkan
pemberitahuan dan kisah kapal dibawah ini kedalam bahasa Indonesia yg baik.
Notice
to the Master of Liberian mv " Challenger "
The
undersigned Capt. "John Doe" of the Indonesian mv.
"Bahtera" also on behalf of his Owners and Underwriters hold you and
your Owners solely responsible for the loss and damage done to his vessel as a
consequence of the collision with your vessel in the Strait of Singapore on
June 8th 2002 at 04.00 Singapore time and invite you to witness the
damage to his vessel.
The
mv. "Bahtera" is expected to arrive at Singapore June 8th 2002 at 08.00 Singapore
Marine
Note Of Protest
Today,
June 8th 2002 .
the undersigned Capt John Doe, Master of the Indonesian mv "Bahtera"
registered at the port
of Jakarta Republic
of Indonesia Singapore
- That his vessel left the port of Belawan, North Sumatera on June 7th
2002 after loading about 5000 tons of general cargo bound for Bangkok,
Thailand;
- That during the middle watch at abt 03.50 Singapore time whilst
proceeding eastbound in the Singapore Traffic Separation Scheme all of a sudden
another vessel loomed up from the dark and struck us at our portside forward in
way of our forepeak;
- That the mv "Bahtera" was proceeding in the proper line
i.e the eastbound lane of the T.S.S.
- That it later appeared that the other vessel was the Liberian mv.
Challenger;
- That the weather at the time of collision was raining heavily andd
visibility was very poor caused by the torrential rains;
- That the mv"Bahtera" was proceeding on a safe speed of
about 5 knots and was sounding the
prescribed fog signals;
- That no fog signals were heard from the Challenger;
- That after exchanging vessel’s names and ports of departure and
ports of destination and learning that his assistance was not needed, he
decided to proceed to Singapore for repairs of the damage thereby sustained;
- That he had sent notice on behalf of his owners and underwriters
holding the master of the mv challenger and his owners solely responsible for
the damage done to his vessel and had invited the master of mv Challenger to
witness the damage done to hiss vessel;
- That he reserves his rights to extend this note of protest at time
and place convenient.
Legalized
by : the Consul General of the Republic
of Indonesia Singapore June 8th 2002
Witnesses : Chief Mate
Second Mate Capt.
John Doe
Quartermaster Master mv Bahtera
Pemberitahuan kpd KM
Liberia “Challenger”
Yg bertanda tangan dibawah
ini Capt. John Doe, KM Indonesia “Bahtera”, juga atas nama pemiliknya dan
asuransi menyatakan bhw anda dan pemilik kapal anda ber tanggung jawab penuh
atas kerugian dan kerusakan yg terjadi pada kapalnya sbg akibat tubrukan dgn
kapal anda di Selat Singapore pd tgl 8 juni 2002 pd pkl 04.00 wkt Singapore dan
mengundang anda menyaksikan kerusakan pd kapalnya. KM ‘Bahtera” diperkirakan
tiba di Singapore Singapore
Kisah
Kapal
Pd hari ini tgl 8 juni
2002, yg bertanda tangan dibawah ini Capt. John Doe, naakhoda dari KM Indonesia
“Bahtera” terdaftar dipelabuhan JKT, menghadap didepan konsul jenderal RI di
Singaapore danmenerangkan sbb :
Bahwa kplnya meninggalkan
pelabuhan Belawan, Sumatera Utara pd tgl 7 juni 2002 setelah memuat kuraang
lebih 5000 ton muatan campuran dgn tujuan Bangkok, Thailand.
Bahwa sewaktu jaga tengah
malam pd kira-kira pkl 03.50 wkt Singapore, wkt sedang berlayar kearah timur di
bagan pemisah lalu lintas Singapore tiba-tiba sebuah kapal lain muncul dari
kegelapan dan menabrak kami disebeah kiri depan disekitar ceruk haluan kami.
Bahwa KM Bahtera sedang
berlayar dialur yg tepat ialah dialur timur dari daerah bagan pemisah lalu
lintas.
Kemudian ternyata bhw kpl
yg lain tsb adalah KM Challenger dari Liberia
Bhw cuaca pd saat tubrukan
hujan deras dan jarak pandang adalah sangat pendek disebabkan krn hujan deras.
Bhw KM Bahtera sdg berlayar
dgn kecepatan aman kira-kira 5 mil laut / jam dan sdg membunyikan
isyarat-isyarat kabut yg ditentukan.
Bhw tidak ada
isyarat-isyarat kabut terdengar dari kpl Challenger.
Bhw setelah pertukaran
nama-nama kpl dan pelabuhan tolak dan pelabuhan tujuan dan mendengar bhw
bantuannya tdk dibutuhkan, maka ia memutuskan utk menuju ke Singapore
Bhw ia telah mengirim
pemberitahuan atas nama pemiliknya dan asuransinya dan menyatakan nakhoda KM
Challenger bertanggung jawab penuh atas kerusakan yg dilakukan atas kapalnya
dan mengundang nakhoda dari KM Challenger utk menyaksikan kerusakan pd
kapalnya.
Bhw ia mempertahankan haknya utk menambah kisah kapal ini apabila
dibutuhkan.
Diketahui oleh :
Konsul Jenderal RI Singapore
Saksi-saksi : Capt. John Doe
Mualim Satu Nakhoda KM Bahtera
Mualim Dua
Jurumudi
Bahasa
Inggris UAD (Naskah 3)
Terjemahkan
Prelimenary Survey Report dibawah ini kedalam Bahasa Indonesia.
Prelimenary
Survey Report
Pursuant
to my assignment as Owner’s Surveyor to supervise the repair of the damage
sustained by the mv "Halilintar" as a consequence of grounding on Hazard shoal located at the
entrance of the fairway leading to the port of Houston Texas USA January 2nd
1994 at 5 am and
I hereby report as follows :
According
to the report of the Master and data obtained from the Ship’s logbook, after
the pilot boarded on January 2nd 1994 at about 04.30 in the morning,
the vessel started to enter the fairway on moderate speed, engine revolution 70,
suddenly extraordinary vibrations were felt, the engine stopped by itself and
when restarted and put ahead, the vessel did not move.
It
appeared that the vessel had grounded on the said shoal, visibility at that
time was only around 200-300 meters caused by fog, immediately soundings were
taken of the tanks and bilges to check whether the vessel had sustained any
leakage, however it appeared there were no signs of leakage, thereafter
soundings were taken around the vessel and found that at the forward part
starboard side a depth of 5 meters was found while the draft forward was 55 dm.
Subsequently
the main engine was moved astern several times and the vessel managed to
refloat, however it appeared that the rudder was jammed, the pilot station was
contacted by VHF to report this incident and simultaneously 2 tugboats were
ordered to assist the vessel to reach the port.
Via
the local Agents Surveyors from the Classification Society, Underwriters Todd
Shipyard were contacted to attend on ship’s arrival in port. The ship arrived
safely at 08.00 in the morning and was immediately berthed at the wharf of the
said shipyard and at the time this report was being made a joint survey by said
parties was still in progress, while the master was noting a Sea Protest and a
Ship’s Accident Report at the local Consulate General of the Republic of
Indonesia. As soon as new developments are available I will send you a more
detailed report.
Laporan Survey Pendahuluan
Sesuai penugasan saya sbg
surveyor dari pemilik kapal unutk mengawasi perbaikan dari kerusakan pada kapal
mv "Halilintar" sbg akibat dari terkandas pada lokasi gosong Hazard
didaerah alur masuk pelayaran pelabuhan Houston, Negara bagian Texas, Amerika
Serikat, pada tgl 2 Januari 1994 pukul 5 pagi dan saya melaporkan sbg berikut :
Sesuai laporan nakhoda dan
data yg benar dari buku harian kapal setelah pandu diatas kapal tgl 2 Januari
1994 pukul 04.30 pagi. Kapal mulai memasuki alur pada kecepatan sedang, putaran
mesin 70, tiba-tiba terasa getaran yg luar biasa, mesin berhenti sendiri dan
ketika dihidupkan kembali dan digerakan pada posisi maju, kapal tidak bergerak.
Ternyata kapal kandas diatas
gosong tsb, daya tampak pada waktu itu sekitar 200-300 meter karena kabut,
segera pemeruman dilakukan thd tanki-tanki dan got-got utk memeriksa apakah
kapal mengalami kebocoran, bagaimanapun ternyata tidak ada tanda-tanda
kebocoran, serta pemeruman dilakukan sekeliling kapal dan diketahui pada bagian
depan sebelah kanan suatu kedalaman 5 meter sementara sarat depan 55 dm.
Kemudian mesin induk kapal
digerakan mundur beberapa kali dan kapal diusahakan agar mengapung kembali,
kemudian ternyata kemudinya macet, stasiun pandu dihubungi dgn radio VHF utk
melaporkan kecelakaan ini dan sekaligus 2 kapal tunda diperintahkan untuk
membantu kapal mencapai pelabuhan.
Melalui agen setempat, para
surveyor dari biro klasifikasi, asuransi galangan kapal Todd telah dihubungi untuk
hadir setibanya kapal , kapal tiba dipelabuhan dgn selamat pada pukul 8 pagi
dan segera disandarkan pada dermaga dari galangan tsb dan sewaktu laporan ini
dibuat sebuah survey bersama sedang dilakukan oleh pihak-pihak tsb sedang
berlangsung, sedangkan nakhoda sedang memuat kisah kapal dan laporan kecelakaan
kapal pd consulat jenderal RI setempat. Segera setelah ada perkembangan baru,
saya akan mengirim laporan yg lebih rinci.
Bahasa
Inggris UAD (Naskah 4)
Communication
at sea
Communications
at sea are essential for the efficient and safe running of a ship. They take
place within the ship herself, between the ship and other ships, between the
ship and shore stations and sometimes between the ship and aircraft.
Communications can be made over different distances and using methods ranging
from the simplest to those using the most sophisticated radio technology.
Communications
within the ship are done by an internal telephone system. Voice pipes are also
used. Engine orders are passed from the bridge to the engine room by means of
the ship’s telegraph. Messages can also be given to the ship’s company through
a loudspeaker system. Very large ships had docking telegraphs, usually at the
bows and stern. These were used when the vessel was being moored alongside.
Nowadays VHF communication is more common.
Communications
over relatively short distances can be made by visual or sound signals. Visual
signals can be sent by using flags or an Aldis lamp. An Aldis lamp is an
electric lamp used for flashing messages in Morse Code. The traditional method
of signaling from one ship to another was by using flags. There are different
coloured flags for each letter of the alphabet.
Communication
over long distances are sent by radio. Radio communications on board are the
responsibility of the Radio Department. The Radio Officer is responsible to the
Master for both the efficient operation and maintenance of the communication
equipment on board.
I. Read the above passage carefully and
1. Answer the following questions :
a. Mention types of communications at sea
Communications within the ship by an internal telephone
system.
Communication over relatively short
distances by visual or sound signals.
Communications over long distances by
radio.
b. Mention methods used for communication at sea
Ranging from the simplest to those using the most
sophisticated radio technology method.
Voice pipes method.
Visual and sound signals method.
c. When were docking telegraph used in communication within the ship
?
These were used when the vessel was being moored alongside.
d. To what extant the importance of flags or an aldis lamp use ?
Visual signals.
e. To whom is the Radio Officer responsible to and why ?
The Radio Officer is responsible to the Master for both the
efficient operation and maintenance of the communication equipment on board.
2. Find at least three forms of passive voices in the passage and
change them into active voices.
a. Communications can be made over different distances.
We can make communication over different distances.
b. Engine order are passed from the bridge.
The Chief Officer passes engine order from the bridge.
c. The docking telegraph were used when the vessel was being moored
alongside.
The Radio Officer used docking telegraph
when the pilot was mooring the vessel alongside.
II. Fill the blanks of the following passage with words provided below :
Much of the
work of the deck department onboard concerns.
The maintenance of the ship and her fittings, this is the responsibility of the Chief Officer.
He and the men in his charges must protect the ship from the damaging
affects of salt water, change in
temperature and the action of waves.
III. Rewrite this paragraph, putting most of the verbs into passive
to make it sound more formal :
"In addition, men erect masts and derricks and put various
items of deck machinery in place, outside company usually do the electrical
work, plumbing and any wood work"
"In addition, masts and derrick were erected by men and
various items of deck machinery were putted in place, the electrical work,
plumbing and any wood work were done by outside companies"
IV. Create your own questions of the underlined words of the following
sentences, use the question words :
1. The seafarers attended the safety training.
What did the seafarers attend ?
2. The labors work very hard because they are
well paid.
Who work very hard ?
How do the labors work ?
Why do the labors work very hard ?
3. Our ship passed many ships on the North Sea .
Where did our ship pass many ships ?
V. Translate these sentences into English.
1. Rencana penyusunan muatan di kapal merupakan tanggung jawab Mualim
Satu.
Stowage plan on board ship is the responsibility of the Chief
Officer.
2. Petugas Radio menerima isyarat bahaya dari kapal yg berada dekat
kami.
The Radio Officer received distress signal from the ship near
ours.
3. Sesuai dengan persyaratan keselamatan semua alat—alat penyelamat
harus diperiksa 2 kali setahun.
According to safety regulation, all
safety equipment must be checked two times a year.
VI. Change these sentences to passive voices :
1. We finish of the superstructure for the crew.
The superstructure is finished of by us
for the crew.
2. They are painting the hull.
The hull is being painted by them.
3. They can joint two pieces of metal together.
The pieces of metal can be joined
together by them.
4. Men erect masts and derricks in place.
Masts and derricks are erected in place
by men.
5. We weight the piece of metal.
The piece of metal is weighted by us.
VII. Translate into Indonesian :
1. When out sight of land, a ship position can be found by using the
technique of celestial navigation.
Ketika jauh dari daratan, posisi kapal
dapat ditentukan dgn menggunakan tehnik navigasi perhittungan benda angkasa.
2. When is sight of land, the navigator uses the technique of coastal
navigation to find his position.
Ketika daratan terlihat, navigator
menggunakan tehnik navigasi pantai untuk mendapatkan posisinya.
3. Navigation in coastal waters is known as pilotage, at regular
interval the officer in watch takes observations of conspicuous land marks,
such as a light house or church spire, using the ship’s compass and a sextant.
Navigasi di perairan pantai dikenal sebagai
pemanduan, dgn interval waktu yg teratur perwira jaga mengambil baringan dari
benda-benda darat, seperti mercu suar atau kubah gereja, dgn menggunakan kompas
dan sextant kapal.
VIII. Choice the right answer provided in each
sentences.
Much ( on, of, in, off ) the work of the deck department
( in, on, at, of ) board. A ship concern the ( maintenance,
maintains, maintaining, maintenances ) of the ship and ( its, her, his,
my ) fittings. This is ( the response, the responsible, the responsibility,
the responsibly ) of the Chief Officer.
He and the man in ( her, his, him, himself ) charges must
( protected, protect, protecting, protects ) the ship from ( a, the,
an, is ) damaging effect ( of, on, in, at ) salt water, change ( in, on,
of, at ) temperature and action ( of, on, in, at ) the waves.
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