contoh soal bahasa ingris maritime

I.  LETTER WRITING (APPLICATION)

Messrs Nordhiq Tanker Shipping Co. Norway

Attn. HRD. Manager

Jakarta, November 3^rd. 2006

Dear Sir/ Madam,

With reference to your advertisement in the Shipping Gazette on November 2^nd. 2006 for the position of Second Officer on MT. Sea Explorer, under the Greece flag, I would like to offer my services for the same. I am very interested in applying for this position and hope that you will seriously consider my application.

I am  a man of 28 years old with a good health and perfect vision. I have graduated my Deck Officer Class II License from Merchant Marine Higher Education and Training Institute (STIP Jakarta).

I’ve 4 years experience as a 2^nd.Officer. However, I am eager to broaden my horizons by working in a larger  company and to improve my wealth, I feel  this is the prefect opportunity to do so.

Please find enclosed a copy of my curriculum vitae with personal data for your inspection. I would be grateful to present myself to you for an interview at any time in the future. If you like to employ me, I would do my best to offer you a conscientious and reliable services at all times.

Thank you for your consideration.

Yours faithfully,

Capt. (nama masing-masing)

Enclosed (buatlah CV masing-masing)

II. COMPOSITION (NOTE OF PROTEST)

     To                : Master and Owner of MT. Tanker

     From           : Master of MV. Nokia

     Re               : Note of Protest

Dear Sir/Madame,

     I am the master of Finland flag MV. Nokia, Port of register Helsinki hereby inform you that while my vessel crossing the Pacific Ocean from Yokohama bound for San Francisco loaded with cargoes of 8.500 ton General Merchandise, was collided with your vessel MT. Tanker ship’s flag Norwegian and registered at Oslo.

I am hereby to notify you as follows :

1.  Tuesday 1^st of June 2006 at 16.40, my vessel left Yokohama, with forward draft and after draft, each 6.25 M and 8.70 M.

2.  The collision at 23.50 on the same day, at the location around 3 nautical mil, in the South East side of the Sunozaki light house and that time Typhoon “Vena” with wind forces 6 at Beaufort scale.

3.  My vessel was found damage at portside beam, dented 50 cm x 10m, but crews and cargoes in good condition, then the vessel calling at Singapore to carry out repairing for three days.

4. The investigation of independent surveyor found that MT. Tanker is guilty, therefore on behalf of our principle and owners, I declare that the Master and Owner of MT. Genesis are fully responsible and will cover all the damage and expenses as result of the collision.

On Board, 4^th of June 2006

Capt. (nama masing2)

Master of MV. Nokia

I. MARINE NOTE OF PROTEST

The undersigned of Indonesian MV. BAHTERA, Port of Register Jakarta, Official Number BA KM 2800, Owned by Messrs Bahtera Jakarta, today July 9^th 1999, appeared before me as the Notary Public of Norfolk, the State of Virginia, USA to declare Note of Protest based on conditions as follow:

-  That the vessel left the last Indonesian port Belawan of North Sumatra on June 8^th 1999 bound for Norfolk, the State of Virginia, USA loaded with about 10.000 tons of general cargo, included 20 of twenty feet containers loaded on hatch covers number II and III.

-  That before departure a hatch survey was carried out by an Independent Surveyor from Messrs Survindo who declared that the cargo was properly stowed.

-  That a through search was conducted all over the vessel to prevent stowaways  and contrabands.

-  That on June 22^nd vessel arrived at Port of Tewfik / Suez and on the same day proceeded through the Suez Canal.

-  That the Straits of Gibraltar was subsequently traversed on June 27^th.

-  Thence proceeded via the South of Bermuda island proceed close under the US East coast to take advantage of the Gulf stream

-  That vessel arrived safely in Norfolk on July 9^th 1999 and alongside at City Pier.

This Marine Note of Protest is made without prejudice and the undersigned retains his rights to extend this protest at time and place convenient

Legalized by: the Notary Public of Norfolk

Witnesses: 

Chief Mate    :                                                                                              New Orleans July,9^th 2006

Second Mate :                                                                                              Capt.(nama masing2)

                                                                                                                     Master MV. Bahtera
     
                                                                                                                

II. ABBREVIATIONS & TERMINOLOGIES

1. Break Bulk : means commence of discharging

  Liner           : is a ship engaged in a regular service on a fixed time table/ regular route and calling at the same ports.

  Tramper      : is a ship which does not said on a regular route and not according to a fixed time table/ calling at ports where the cargo is available

  Celestial Nav. : is a navigation system by using heavenly bodies such as the stars sun, moon, etc.

  WWDSHEX : is an abbreviation of Weather Working Days Sunday Holidays Excepted, meaning that adverse weather preventing the vessel from working on Sunday & holidays will not count.

2. WIBON : means Weather In Berth Or Not – NOR may be tendered although the vessel has arrived

  WIFPON  : means Weather In Free Pratique Or Not – NOR may be tendered even it a ship is still outside the port limits.

  WICCON : means Weather In Customs Clearance Or Not,  meaning that laydays may begin to count regardless of customs clearance.

3.  FIOST : Free In and Out Stowed and Trimmed, all cargo costs will be borne by the charterer or by the cargo.

  LIFO   : Liner In Free Out, means a kind of freight where by loading costs is to be borne by the ship and  discharging is free for the ship.      

I.  GRAMMAR & SENTENCE BUILDING

  1. The cargo which its classification is commonly noted and covered in IMDG Code must be carefully handled.

   2. Hurricanes which are born off the coast of South Africa often prove to be the most deadly.

   3. The crew who is working aloft should wear a safety harness.

  4. An officer whose officer’s certificate have been endorsed by the Norwegian Marine Safety Bureau can proceed working at one of the Norwegian Shipping Companies more easily than the other officers.

  5. My company agent in Kobe whom I had spoken on the telepnone last night told me that I could leave.

  6. Heavy snow which fell unexpectedly during the week has covered most fairways on the North Sea.

II. NOTE OF PROTEST

     A.On this day, the twenty second day of March in the year two thousnad and ten, Personally came and appeared before me Bruce A. Yim of Hong Kong Notary Public, Capt.(nama masing2), Master of the MV. Podomoro, GT 80,000, registered at Jakarta, and belonging to Messrs Nautika Line Co. Ltd. sailing under Indonesian flag from Tanjung Priok-Port of Jakarta on the eighteenth day of March in the year two thousand and ten, laden with a cargo of iron ore, Who noted and entered into my registered his/her Protest against wind and sea and more particularly againts damage caused to the vessel and / or her cargo.

     B.(Translate : terjemahkan masing-masing)

III.       GUIDED COMPOSITION

     A.On the 16^th October 2003, MV. Andromeda which under Norwegian Flag left Bremen for Rio de Janeiro with cargoes of electrical goods and chemicals. Vessel called at Cherbourg and Vigo. Vessel suffered in a boisterous weather at 35 NM of Spain with the wind at 8 Beaufort scale. Vessel’s speed was only 15 knots and sailed in pitching and rolling, fortunately nothing was damaged. Then vessel acrossed the South Atlantic and arrived Brazil. Vessel should have 17 days of voyage but extended to 25 days. With 1 week of discharging, vessel got bound for the return voyage on the 17^th November 2003.

     B.(Translate : terjemahkan masing-masing)

I.  TERMINOLOGY AND WRITING :

     A. Imminent Collision / Collision :

     Emergency (1)alarm (internal) sounded, Ship (2)maneuvered so as to minimize collision, (3)Watertight doors and automatic fire doors closed, Deck (4)lighting switched on, VHF kept on (5)Channel 16 and if appropriate on channel 13, Passengers (6)mustered at emergency station, Vessel’s position available in radio room, satellite terminal and other automatic distress transmitters (7)updated as necessary, Bilges and tank (8)sounded after collision, Check made for fire (9)possibility.

     B.Search and Rescue

       DF bearing of distress (1)message taken, Distress message (2)retransmitted, continues listening watch on all distress (3)frequencies maintained, Merchant Ship SAR (MERSAR) consulted, (4)Communication established between surface units and SAR aircraft on 2182 Khz and/or channel 16, (5)Maintain courses and speeds of other assisting units plotted, Radar made available for (6)locating survivail craft transponder signal.

II. LETTER WRITING (TELEX)

     Bremerhaven, 21/07/2006

     To :  Master of MV. Sam Ratulangie

     RYT yesterday, thx. Rgrding the injury of 2/O David, advise You to a/c for Amsterdam asap.

     Get him ashore asap to see a doctor, make him comfortable and he must not moved. Give him pain killers till we see him.

     We’ll meet when the vsl a/s. I’ve arranged ambulance for transfer to the nearest hospital.

     Pls advise the agent in Amsterdam to contact me w/ETA

     Brgds

     Dr. Lothar Matheus

III. LETTER WRITING (APPLICATION) :

Messrs Norske Baltic Shipping Co. Norway

Attn. HRD. Manage
Jakarta, May 16^th. 2005

Dear Sir/ Madame,

With reference to your advertisement in the Shipping Gazette on May 15^th. 2005 for the position of Master on MV. Papandrous Glory under the Greece flag, I would like to offer my services for the same. I am very interested in applying for this position and hope that you will seriously consider my application.

I am  a man of 35 years old with a good health and perfect vision. I have graduated my Deck Officer Class I License and Master Certificate from Jakarta Merchant Marine College (BP3IP Jakarta).

I have 2 years experience as a Master. However, I am eager to broaden my horizons by working in a larger  company and to improve my wealth, I feel  this is the prefect opportunity to do so.

Please find enclosed a copy of my curriculum vitae with personal data for your inspection. I would be grateful to present myself to you for an interview at any time in the future. If you like to employ me, I would do my best to offer you a conscientious and reliable services at all times.

Thank you for your consideration.

Yours faithfully,

Capt. (nama masing-masing)

Enclosed (buatlah CV masing-masing)

I.  TERMINOLOGY & WRITING

1.  Lifebuoy with light, flare or smoke signals released.

2.  Avoiding action taken

3.  Position of lifebuoy as search datum noted.

4.  Master informed

5.  Engine Room informed

6.  Lookouts posted to keep person insight

7.  Ship maneuvered to recovered person as recommended on Wheelhouse Poster

8.  Three long blasts sounded and repeated as necessary

9.  Rescue boat’s crew assembled,

10. Position of vessel relative to person overboard plotted.

11. Vessel’s position available in radio room, updated as necessary.

12. Man overboard warning broadcasted.

II. TRANSLATION

    Sekitar pukul 06.45 pada tanggal 1 Februari 2005, kapal meninggalkan dermaga Europort, salah satu pelabuhan di Rotterdam dengan dibantu oleh sebuah kapal tunda dan menggunakan mesin secara bervariasi, draft depan dan belakang adalah 7.30m dan 8.60m. Pada saat di alur sungai, kapal larat karena arus surut yang kuat, sehingga kapal sulit dikendalikan dan kandas di lumpur yang lunak pada lintang 51°- 59’ U dan bujur 4°- 02 E pada sekitar pukul 08.30. Sebuah guncangan ringan terjadi pada saat itu.

    
   Kemudian pada saat air pasang tinggi, saya memerintahkan untuk mencoba mengapungkan kembali kapal dengan bantuan kapal tunda dan menggunakan mesin, tetapi operasi berakhir dengan kegagalan. Kegiatan pengapungan dilaksanakan kembali pada hari berikutnya pukul 11.45 dan berhasil mengapungkan kembali kapal. Segera saya perintahkan untuk memeriksa tangki-tangki, got, dan muatan yang ada di atas kapal dan dilaporkan bahwa semua dalam keadaan baik. Lalu kapal melanjutkan pelayarannya dan tiba dengan selamat di Freport sebagai pelabuhan tujuan pada tanggal 15 Februari.

    Saya laporkan seperti tersebut di atas karena kekhawatiran terjadinya kerusakan yang tidak terduga yang diakibatkan karena menyentuhnya plat lambung bagian bawah dan baling-baling ke dasar perairan.

I.  LETTER WRITING (TELEX)

     Amsterdam, 16/02/2003

     To :  Master of MV. Aratika

     RYT yesterday, thx. Rgrding the injury of 2/O David, advise You to a/c for Amsterdam asap.

     Get him ashore asap to see a doctor, make him comfortable and he must not moved. Give him pain killers till we see him.

     We’ll meet when the vsl a/s. I’ve arranged ambulance for transfer to the nearest hospital.

     Pls advise the agent in Amsterdam to contact me w/ETA

     Brgds

     Dr. Stevens

II. COMPOSITION (NOTE OF PROTEST)

To       : Master and Owner of MT. Orynx

From   : Master of MV. Ocean Explorer

Re       : Statement of Fact

Dear Sir/Madame,

I am the Master or Norwegian flag MV. Ocean Explorer, Port of register Oslo, hereunder to inform you that while crossing the Pacific from Yokohama bound for San Francisco loaded with cargoes 9,500 ton of General Merchandise, my vessel was collided with your vessel MT. Orynx, under Maltanese flag and registered at La Valetta.

I hereby notify and inform as follows :

1. My vessel left Yokohama at 16.40 on Tuesday 14^th of June 2002 with forward and after draft, each 6.25 M and 8.70 M.

2. The collision happened at 23.50 on the same day, at the location around 3 nautical mil South East side of the Sunozaki light house and that time typhoon “Vena” occurred with the wind forces 6 at Beaufort scale.

3.  My vessel was found damage at portside beam, dented 50 cm x 10m, but crews and cargoes in good condition, then the vessel calling at Singapore to conduct repair for three days.

4.  Therefore on behalf of our principle and owners, I declare that the Master and Owner of MT. Orynx are fully responsible and will cover all the damage and expenses as result of the collision.

On Board, 15^th of June 2002

Capt. (nama masing2)

Master of MV. Ocean Explorer

I. SURVEY REPORT

     Pursuant to my assignment as independent surveyor upon request from Lloyd’s London to carry out a damage survey on the MV. Bahtera classed at Lloyd’s Register of Shipping London 100 A1, owned by Messrs Bahtera Antara of Jakarta Indonesia.

     According to the report, that above said vessel grounded on Cruiser shoal in the vicinity of the port of Miami, the State of Florida, USA, and according to the statement of the Master the vessel grounded on 13^th January 1996 at 07.00 local time and due to damage on the propeller, the vessel was towed by the tug Fearless based on salvage contract Lloyd’s Open Form (LOF).

     I boarded the vessel on 14^th January 1996 after the vessel in the floating dock of Messrs Tood Shipyard and carried out survey with accompanied by the ship’s Master.

     Damages found are as follows :

1. On the 4 bladed bronze propeller, one blade was broken about 12 inches from its tips.

2. The propeller shaft was cracked at its tapered end including its keyway.

3. On the stern tube excessive wear was found due to extraordinary vibrations.

4. Plates of the garboard strakes and the flat keel were found distorted and have to be cropped and
partly replaced by new plates for as long as 30 feet  between frames no 49 and 60.

     In my opinion the extent and causes of damage could be reasonably attributed to grounding of the vessel.

     The Lloyd’s surveyor insisted that permanent repairs are to be carried out.

     The appointment of Todd Shipyard was approved by Underwriter Surveyor , the American Salvage Association due to Todd Shipyard is the only reliable local shipyard, therefore the tender procedure was not necessary. The repair time of 7 working days and repair costs in the amount of USD150,000 including docking charges are found reasonable.

    This survey report is made without prejudice and is only an opinion of the surveyor at time and place of survey.

     Miami, The State of Florida, USA

     16^th January 1996

     (nama masing2)

     Surveyor

II. DESCRIPTION OF ABBREVIATION

B/L : Bill of Lading

C/P : Charter Party

MOLOO : More Or Less Owners Option

TLO : Total Loss Only

NCV : Near Coastal Voyage

     (ini baru singkatan lho ya,belum dijelaskan!)

I.  Gas Alam Cair (LNG)

     LNG sebagian besar diproduksi dari area-area gas khusus dan ditransportasikan dengan perkiraan tekanan atmosfer pada temperatur -161°C.

     Bahaya alamiah dan temperatur yang sangat rendah dari LNG membutuhkan fasilitas spesial yang diisolasikan dari area pelabuhan. Permukaan yang berhubungan dengan LNG harus terbuat dari campuran logam yag mampu bertahan di temperatur yang sangat rendah, dimana baja biasa akan menjadi hancur. Perdagangan niaga LNG yang pertama kali dimulai tahun 1964 antara Algeria dan Canvey Island di Inggris dengan menggunakan dua kapal yang dibangun secara khusus yaitu The Methane Princess and The Methane Progress. Kemudian ini diikuti secara cepat setelah adanya rencana besar ekspor LNG dari Brunei ke Jepang dan sejumlah rencana lain untuk mengekspor gas alam dari areal-areal gas di Algeria, Indonesia, Abu Dhabi, dan Malaysia. Sejak saat itu, perdagangan tumbuh dengan mantap 2 kali lipat dari 48milyar m³ pada tahun 1984 menjadi 88milyar m³ pada tahun 1994.

II. DESCRIPTIONS OF ABBREVIATIONS

     a. FAS : Free Along Side

     b. DDP : Delivery Duty Paid

     c. AMVER : Automatic Mutual Vessel Reporting

     d. NBDP : Narrow Band Direct Printing

     e. IALA :

II. TRANSLATION

   Kecelakaan laut pada umumnya terjadi karena kesalahan manusia dimana awak kapal kurang memiliki pengetahuan dan pelatihan seiring dengan ketidakpedulian perusahaan pelayaran untuk memastikan bahwa merka yang bekerja di kapal memiliki pengetahuan dan keterampilan yang cukup untuk melaksanakan tugas utama mereka secara efisien.

    Bagaimanapun juga, ini merupakan tanggung jawab pribadi masing-masing untuk menempatkan pengetahuan dan pelatihan dan untuk menjaga diri dari ketidakpedulian.

     Fasilitas yang berkaitan dengan kejadian kecelakaan di kapal adalah bervariasi dan terbatas. Oleh karena itu, sangat mendesak bahwa setiap awak kapal mendapat pelatihan yang cukup dan berdisiplin tinggi dalam keselamatan dan praktek keselamatan kerja, untuk memastikan bahwa persyaratan ini diawasi dengan ketat setiap saat.