Re: grounding near Suez
This
is to confirm my cable of Nov 19th 1980 as per copy enclosed, and following is
a briet provisional report about the above accident.
On Nov 19th at about 6 p.m. when we were approaching
Suez with a speed of 5 knots, all of a sudden the vessel sheered heavily to
port and its main engine stopped by itself.
I was on the ridge together with the chief Mate while
the Third Mate was already on the forecastle with the carpenter and both
anchors were already ready to be let go.
Immediately soundings were taken of the bilges,
however no leakage was apparent and subsequently it appeared that the vessel
had grounded on the Hazard shoal which was located at the entrance of the
fairway leading to the outer roads of Suez.
The shoal was marked by a red and yellow chequered
conical buoy which should be kept on starboard side which we actually did,
however we only later learned that the said buoy had drifted eastward caused by
a western gale for which the Notice to Mariner was as yet not issued.
Due at the time of grounding the tide was rising, we
managed to refloat at about 19.00 hours.
This accident was immediately reported to Suez Canal
Authority and we arrived at the Suez outer roads at 11 in the evening and via
the local agents, surveyors from underwriters, classification society and Tood
Shipyard were requested to attend at ship’s arrival.
At the time of writing this report divers were
conducting an underwater inspection and both surveyors were still waiting for
the result of the divers report, however as earlier mentioned, soundings did
not reveal any leakage.
As soon as more further deatails are available we
will immediately send you a more detailed report.
Hoping to have informed you accordingly, i remain
TERJEMAHAN !
Prihal kandas di dekat Suez
Dgn ini untuk menegaskan kawat saya pd tgl 19 nov
1980 sesuain dgn copy terlampir, & berikut adalah laporan singkat sementara
tentang kecelakaan tsb di atas.
Pd 19 nov pd kira2 pukul 6 sore. Sewaktu mendekati Suez dgn kecepatan 5 mil laut/jam,
tiba2 kapalnya merewang keras ke kiri & mesin induk berhenti sendiri.
Saya berada di anjungan bersama2 dgn mualim I
sedangkan mualim III telah berada di depan dgn mistri & kedua jangkar telah
siap untuk di lego.
Segera pemeruman2 di lakukan pd got2, namun tdk ditemukan
kebocoran2 & kemudian bahwa kapal telah kandas di gosong Hazard yg terletak
pd pintu masuk dari alur pelayaran yg menuju ke bandar luar Suez.
Gosong tsb di tandai oleh sebuah buoy kerucut kotak2
merah kuning2 yg harus di letakkan pd sebelah kanan, yg memang akan di lakukan,
namun belakangan kami mendengar bahwa semalam buoy tsb telah hanyut ke arah
timur disebabkan karena badai barat untuk mana belum ada berita pelaut
dikeluarkan.
Karena pd saat kandas arus sedang pasang maka kami
berhasil untuk mengapung kembali pd kira2 pukul 19.00.
Kecelakaan ini
segera dilaporkan pd otoritas Suez & kami tiba pd bandar luar suez
pd pukul 11 malam & melalui agent setempat, surveyor2 dari asuransi, biro
klasifikasi & galangan kapal Todd telah diminta untuk hadir setibanya
kapal.
Pd saat laporan ini di tulis para penyelam masih
melakukan pemeriksaan di bawah air & para surveyor sedang menunggu hasil
laporan dari para penyelam, namun sebagai mana dilaporkan sebelumnya, peruman2
tidak menemukan adanya kebocoran.
Segera setelah rincian lanjut kami segera mengirim
laporan yg lebih lengkap.
Kami harap telah melaporkan kepada anda, sbg mana
mestinya
Hormat Kami
Nakhoda
Notice to the 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 Straits of Singapore on june 8th 2002 at 04.00 Singapore time and
invite you to witness the damage to his vessel.
The mv “Behtera” is expected to arrive at Singapore
on June 8th,2002 at 08.00 singapore time.
Marine Note of Proteset
Today, june 8th 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 Sumatra on june 7th 2002
after loading about 5000 tons of general cargo bound for Bangkok, Thailand;
-
that during the middle watch at about 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 pour side forward in way of our
forepeak;
-
that the m.v “Bahtera” was proceeding in the proper lane i.e. the
eastbound lane of the TSS ;
-
that it later appeared that the other vessel was the Liberian mv
Challenger ;
-
that the weather at the time of collision was raining heaviley and
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 port of departure and port of
destination and learning that his assistance was not needed, he decided to
proceed to Singapore for repairs of thw 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 the mv.”Challenger to
witness the damage done his vessel.
-
That he reserves his rights to extend this note of protest at time aad
place convenient.
Legaluzed by : the Consul
General of the Republic of Indonesia Singapore, june 8th 2002
TERJEMAHAN !
Pemberitahuan kpd nakhoda kpl
motor Liberia “Challenger”
Yg bertanda tangan di bawah
ini capt.John Doe kpl motor indonesia “Bahtera” juga atas nama pemiliknya &
asuransi menyatakan bahwa anda & pemilik kapal anda bertanggung jawab penuh
atas kerugian & kerusakan yg terjadi pd kplnya sebagai akibat tubrukan dgn
kpl anda di selat Singapore pd tgl 8 juni 2002 pd pukul 04.00 pagi waktu
Singapore & mengundang anda untuk
menyaksikan kerusakan pd kplnya.
Kpl motor “Bahtera”
diperkirakan akan tiba di Singapore pd tgl 8 juni 2002 pd pukul 08.00 pagi
waktu singapore.
Kisah kapal
Pd hari ini tgl 8 juni 2002,
yg bertanda tangan di bawah ini capt.John Doe, Nakhoda dari kpl motor indonesia
“Bahtera” terdaftar di pelabuhan jkt, menghadap di depan konsul jendral RI di
Sgp & menerangkan sbb :
-
Bahwa kplnya meninggalkan pelabuhan Belawan, Sumatra utara pd tgl 7 juni
2002 setelah memuat kurang lebih 5000 ton muatan campuran dgn tujuan Bangkok,
Thailand ;
-
Bahwa sewaktu jaga tengah malam pd kira2 pukul 03.50 waktu Sgp waktu
sedang berlayar kearah timur di bagan pemisah lalulintas Singapore tiba2 sebuah
kpl lain muncul dari kegelapan & menabrak kami di sebelah kiri depan di
sekitar ceruk haluan kami ;
-
Bahwa kapal motor Bahtera sedang berlayar di alur yg tepat ialah di alur
timur dari daerah bagan pemisah lalulintas;
-
Kemudian ternyata bahwa kpl yg lain tsb adalah kpl motor Challenger dari
Liberia ;
-
Bahwa cuaca pd saat tubrukan hujan deras & jarak pandang adalah
sangat pendek disebabkan karena hujan deras ;
-
Bahwa kpl motor Bahtera sedang berlayar dgn kecepatan aman kira2 5 mil
laut/jam & sedang membunyikan isyarat2 kabut yg di tentukan ;
-
Bahwa tdk ada isyarat2 kabut terdengar dari kpl Challenger ;
-
Bahwa setelah pertukaran nama2 kpl & pelabuhan tolak & pelabuhan
tujuan & mendengar bahwa bantuannya tdk di perlukan, maka ia memutuskan
untuk menuju ke Sgp untuk perbaikan kerusakan yg dialaminya ;
-
Bahwa ia telah mengirim pemberitahuan atas nama pemiliknya &
asuransinya & menyatakan Nakhoda kpl motor Challenger bertanggung jawab
penuh atas kerusakan yg dilakukan atas kapalnya & mengundang Nakhoda dari
kpl motor Challenger untuk menyaksikan kerusakan pd kplnya.
-
Bahwa ia mempertahankan haknya untuk menambah kisah kpl ini apabila di butuhkan
Diketahui oleh : Consul
jendral RI Sgp pd tgl 8 juni 2002
Saksi-saksi : Mualim satu Capt.John Doe
Mualim dua Nakhoda MV.”Bahtera”
Juru mudi
Prelimenary Survey Report
Pur suant 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 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 log book, after the pilot boarded on
januari 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 log, 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, there after
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 simulataneously 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 safety 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.
TERJEMAHAN !
Laporan Survey Pendahuluan
Sesuai dgn penugasan saya sbg
surveyor pemilik untuk mengawasi perbaikan dari kerusakan yg di alami oleh kpl
motor “Halilintar” sebagai akibat kandas pd gosong Hazard yg terletak pd pintu
masuk dari alur pelayaran menuju ke pelabuhan Houston, negara bagian Texas
Amerika Serikat pd 2 januari 1994 pukul 5 pagi & dgn ini saya melaporkan
sbb :
Sesuai dgn laporan Nakhoda
& data yg di peroleh dari buku harian kpl, setelah pandu naik pd 2 jan 1994
kurang lebih pukul 04.30 pagi, kplnya mulai memasuki alur pelayaran dgn
kecepatan sedang, putaran mesin 70, tiba2 getaran luar biasa terasa, mesinnya
berhenti dgn sendirinya & sewaktu di hidupkan kembali & digerakkan maju
kplnya tdk bergerak.
Teryata
bahwa kplnya telah kandas di gosong tsb, jarak pandang waktu itu hanya kira2
200-300 meter disebabkan karena kabut, segera pemeruman2 dilakukan pd tangki2
& got2 untuk memeriksa apakah kpl telah mengalami kebocoran, namun ternyata
tdk terdapat kebocoran, kemudian pemeruman2 dilakukan di sekeliling kpl &
telah di temukan pd bagian depan sebelah kanan terdapat kedalaman 5 meter
sedangkan sarat depan 55 dm.
Kemudian mesin induknya
digerakkan mundur beberapa kali & kplnya berhasil mengapung kembali, namun
ternyata kemudinya macet, stn pandu dihubungi dgn VHF untuk melaporkan
peristiwa ini & sekaligus memesan 2 kpl tunda untuk membantu kplnya
mencapai pelabuhan.
Melalui agent setempat para
surveyor dari biro klasifikasi, asuransi, galangan kpl Todd telah dihubungi
untuk hadir setibanya kpl, kpl tiba di pelabuhan dgn selamat pd pukul 8 pagi
& segera di sandarkan pd dermaga dari galangan tsb & sewaktu laporan
ini dibuat sebuah survey bersama sedang dilakukan oleh pihak2 tsb sedang
berlangsung, sedangkan nakhoda sedang melakukan kisah kpl & laporan
kecelakaan kpl pd consulat jenderal RI setempat. Segera setelah ada
perkembangan baru saya akan segera mengirim laporan yg lebih rinci.
Marine Note of
Protest
On
march 5th 1999 appeared before me, Jean Hputen, consul of the Kingdom of the
Netherland in Dakar, Mr.Simon Koster, Master of the Dutch motorship “Liberia”
of 10.000 tons gross who declared as follows :
-
That his ship drawing 30 feet laden with abt 8000 tons general cargo, on
Februari 24th at 5 pm. Left amsterdam bound for West African port;
-
That his ship at the timeof departure was in a condition of “tight,
staunch and strong” and provided with sufficient provisions, fresh water anf
bukers;
-
That its cargo was stowage in accordance with the practice of good
seamanship.
-
That during the voyage trough the english channel fair weather was
experienced with good visibility and little wind;
-
That on february 27th in bay of biscay, the weather deteriorated and the
wind increased to NW until force 8 on the Beaufort scale;
-
That the vessel started to pitch and roll heavily while shipping much
water;
-
That at that time speed was ordered to be reduced until 60 rpm and the
course directed against the seas;
-
That at noon on March 1st in said condition Cape Finnistere was passed;
-
That subsequently the wind veered to west and gradually abated enab ling
the vessel to proceed again on full speed.
-
That on the rest of the voyage to west africe experienced good weather
and arrived in Dakar at 6 am on march 5th.
-
That he considerered it not impossiblethat ship and cargo did not
sustain any damage during the foul.
Weather in spite of the
preventive measures taken, while reserving his rights “to extend this protest
at time and place convenient”
Made without prejudice Done at Dakar on
March, 9th 1999
Capt.Simon Koster
M A S T E R
TERJEMAHAN !
KISAH KAPAL
Pada
tgl 15 maret 1999 menghadap di depan saya, Jean Houten, konsul kerajaan Belanda
di Dakar, tuan Simon Koster, nakhoda dari kapal motor Belanda “Liberia”
berukuran 10.000 isi kotor yg
menerangkan :
-
Bahwa kapalnya dengan sarat 30 kaki dimuati dengan kurang lebih 8.00 ton
muatan campuran pada tanggal 24 februari jam 5 sore meninggalkan Amsterdam
dengan tujuan pelabuhan2 Africa Barat.
-
Bahwa kapal pada waktu berangkat dalam kondisi “tight, staugh and
strong” dan dilengkapi dengan bahan makanan, air tawar dan bahan bakar.
-
Bahwa itu adalah muatan yg dimuat/ditaruh berdasarkan kecakapan pelaut
yg baik.
-
Bahwa kapalnya pada saat berlayar melalui English Channel mengalami
cuaca baik dg jarak tampak baik dan sedikit angin.
-
Bahwa pd tanggal 27 Februari, dalam teluk Biscay, cuaca buruk dan angin
bertambah ke barat laut hingga kekuatan 8 dalam skala beaufort.
-
Bahwa kapal mulai mengangguk dan mengoleng berat/keras sambil menimba
banyak air.
-
Bahwa pada saat itu kecepatan diperintahkan untuk dikurangi sampai 60
putaran per menit dan haluannya diarahkan melawan ombak.
-
Bahwa pada tengah hari tanggal 1 maret dalam kondisi tersebut Tanjung
Fanistere dilewati.
-
Bahwa kemudian anginnya berubah (sesuia arah jarum jam) dan secara
bertahap berkurang yg memungkinkan kapalnya untuk berlayar kembali dg tenaga
penuh.
-
Bahwa dalam sisa pelayaran ke Africa Barat mengalami cuaca baik tiba di
Dakar pukul 6 pada tanggal 5 maret.
-
Bahwa ia menganggap bukan tidak mungkin kapal dan muatanya mengalami
kerusakan sewaktu cuaca buruk tersebut meskipun penegahan kapal dan muatannya,
sewaktu penyelamatan sudah diambil pada waktu dan tempat yg layak.
Dibuat
tanpa prasangka
Dibuat di Dakar pd tgl 9 maret 1999
Capt. Simon Koster
Nakhoda
The Sibigo of the netherlands merchant navy was
caught in a cyclone in the Coral sea on march 16, 1945, and foundered with the
greater part of her 85-man crew. Only 13 survi vors were picked up by a steamer
of the same nationality after have been drifting abuct on two rafts 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 commenced 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 raft. The chief radio officer reported that the last he saw of the
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 ti turn over
on her beam-ends. She righted herself again for a moment and next went down
stern first. The rafts was tossed about helplessly for four days, the castaways
living on tins of milk and meat, but
lacking dringking water altogether. On march 20 a search plane spotted them
and, unable 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 take over by the Royal Packet Navigation Company for the inter-island
trade in the Netherlands East indies. When the japanese invaded these island,
the sibigo managed to escape unharmed from the port of Tji latjap 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.
Terjemahan :
Kapal Sibigo dari pelayaran niaga Belanda
terperangkap dalam badai di laut Coral pada tgl 16 maret 1945, dan tenggelam
serta sebagian besar dr awak kapal sebanyak 85 orang, hanya 13 yg selamat yg
diangkut oleh sebuah kapal dari berkebangsaan yg sama setelah terapung2 diatas
dua buah rakit utk beberapa hari. Diantara mereka yg selamat terdapat mualim II
dan markonis kepala/perwira radio kepala. Mualim II tsb melaporkan bahwa
nakhoda telah melakukan segala sesuatu untuk menyelamatkan kapal dan awaknya.
Badai mulai pd jam 11 pagi pada tanggal 13 maret.
Ombak-ombak besar menghantam kapalnya shg mesinnya macet dan palka-palka
kemasukan air, sekoci-sekoci tersapu keluar shg sewaktu perintah utk
meninggalkan kapal yg tak berdaya tsb rakit-rakit harus dilemparkan ke laut.
Kedua perwira radio dan beberapa awak berhasil untuk diselamatkan sementara
diatas salah satu dari rakit-rakit tsb. Perwira radio kepala melaporkan bahwa
terakhir ia melihat nakhoda dan mualim I –nya ada sewaktu mereka berdiri
bersama dianjungan dari kapal yg sedang tenggelam. Rakitnya terbalik beberapa
kali dan perwira radio II –nya dan seorang pelaut pribumi tenggelam.
Kerangka kapal sedang mengolengkeras tiba-tiba
kelihatan terbalik untuk beberapa saat dan kemudian tenggelam dg buritannya
dahulu. Rakitnya terlempar kesana-kemari tanpa daya selama 4 hari dan mereka yg
selamat hidup dg susu kaleng dan daging. Namun tanpa sama sekali air minum.
Pada tanggal 20 maret, sebuah pesawat udara pencari
melihat mereka dan tidak mampu mendarat di ombak yg keras dan menjatuhkan
pasokan-pasokan makanan. Seorang juru tembak meninggalkan rakit dan berusaha
mendapatkan pasokan-pasokan tsb tetapi habis kekuatannya dan ia tenggelam. Dari
ke enam rakit-rakit yg meninggalkan kapalnya, hanya dua yg ditemukan kembali,
yg mengangkut 13 korban. Meskipun pencarian yg luas melalui laut dan udara,
tidak menemukan jejak rakit-rakit yg 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.
Sewaktu jepang memasuki kepulauan ini, kapal Sibigo
berhasil melarikan diri tanpa cedera dari pelabuhan Cilacap di pantai selatan
Jawa Tengah dan tiba di pelabuhan Australia Barat pada tgl 7 maret 1942.
Kemudian kapal tsb melakukan beberapa pelayaran antara Australia dan Papua New
Guinea dengan mengangkut pasokan2 untuk tentara-tentara sekutu.
B/L : Bill of Lading, NOR : Notice of Readness, TLO
: Total Loss Only,
AAR : Againt All Risk, FIOST : Free in and out
Stowage and Trimmed,
GA : General Average, MOLOO : More or Less Owner’s Option,
CTL : Contructive Total Loss, CQD :
Customary Quik Despatch,
LAYCAN : Laydays and Cancelling Date.
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