soal jawab UKP bahasa Inggris edisi 5

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 Rotterdam and in 1928 taken over by the Royal Packet Navigation Company for the inter island trade in the Netherlands East Indies. When the Japanese invaded this island, the Sibigo managed to escape unharmed from the port of Tjilatjap on the South coast on central java, arriving in a West Australia port on March 7, 1942. Afterwards she made many trips between Australia and New Guinea, carrying supplies for the allied armies.      

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 itu, rakit-rakit telah dilemparkan ke laut. Kedua perwira radio dan beberapa awak berhasil untuk keselamatan sementara diatas salah satu dari rakit-rakit tersebut. Perwira radio kepala melaporkan bahwa terakhir ia melihat nakhoda dan mualim I nya ada sewaktu  mereka berdiri bersama di anjungan dari kapal yang sedang tenggelam. Rakitnya terbalik beberapa kali dan perwira radio II nya dan seorang pelaut pribumi tenggelam. Kerangka kapal sedang mengoleng keras dan kemudian tenggelam dgn buritannya dahulu.. Rakitnya terombang-ambing tanpa daya selama 4 hari dan mereka yg selamat hidup dgn susu kaleng dan daging. Namun tanpa sama sekali air minum.

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 dan Papua New Guinea, dgn mengangkut pasokan-pasokan utk tentara-tentara sekutu.

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 8^th 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 on June 8^th 2002 at 08.00 Singapore time.

Marine Note Of Protest

Today, June 8^th 2002. the undersigned Capt John Doe, Master of the Indonesian mv "Bahtera" registered at the port of Jakarta, appeared before the Consul General of the Republic of Indonesia in Singapore and declared as follows :

-       That his vessel left the port of Belawan, North Sumatera on June 7^th 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 8^th 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 pd tgl 8 juni 2002 pd pkl 08.00 wkt 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 utk  perbaikan kerusakan yg dialaminya.

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 pada tgl 8 juni 2002.

Singapore, 8 Juni 2002                        

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, the state of Texas, USA. On January 2^nd 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 2^nd 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.