The original stowage plan and the boat notes are \kept by\in the possession of\ the Purser. I’ll give you afterwards.
Please return the exception list in due course before our ship’s departure.
The chief of the stevedore office would like to have one more set of import manifest. Do you have any spare ones?
All the work done by the loading port stevedores was quite satisfactory.
Wind up the polythene papers on the bottom after all fish meal is discharged in each hold.
If you miss out one sling inadvertently, the tally figure will be inaccurate.
I’d like to emphasize it again. Weights of the steel plates should not be struck out in the tally sheets. Otherwise there will be a confusion of the steel plates of the same measurements but not the same weights.
“SMP” is the abbreviation of “South Ampton”. My putting the mass in the underside of the plan is attributable to the congestion of the space.
The weather on our voyage was very bad. The heavy seas were roaring and so far as to swept across the deck. The vessel was rolling and pitching for two days.
The storm \resulted in\did\ little damage to the cargo because they were well stowed and securely lashed.
The packages collapsed and crushed one another during the storm.
Damage to cargo may arise from, for example, careless handling, insufficient packing, improper dunnaging and bad stowage.
You can discharge the paper in reel with slight damage ashore. I’ll sign the record afterwards. But in the event of finding any with serious damage, you have to keep me informed.
Be sure to make a clear distinction between the damage originally existing and that caused by the stevedores here.
What was the weather like on your voyage?
The ship met with a disastrous typhoon in the South China Sea.
Damage to the glassware etc. is due to stevedores’ careless handling at the loading port.
These drums are very dirty and the marks are rather indistinct. The Chief Officer has traced these drums from the boat notes. They belong to B/L No.37.
Sulphur and resin are very easy to catch fire. So we’ll discharge them \direct\directly\ into trucks.
Furfural, gasoline and acetylene are inflammable cargoes, bromine is of a corrosive nature, and DDT technical powder is a strongly poisonous cargo. You have to take safety measures to discharge them.
According to the Port Regulations, it’s absolutely \forbidden\prohibited\ to keep the gasoline in the godowns and on the wharf yards.
We’re going to discharge containers this afternoon. Will you please let me have all the relevant papers?
Don’t forget to cut off the electricity supply before discharging the reefer container.
I’ll tell the stevedores to \attend to\pay attention to\ the fragility of black pottery.
I’m checking the discharging \sequence\rotation\procedure\.
The efficiency of our portainer is 20 vans per hour.
In accordance with the bay plan, there should be 15 Shanghai vans in Bay No.17.
We found a van (with the number) of SCXU693891 beyond the container list.
Cutting off the gas supply is \beyond my power\not my business\out of my duty\. Please contact the Duty officer.
It’s not till late afternoon that the electrician began to repair the winch.
Obviously there was one van mislanded at Colombo.
Generally speaking, we can discharge 1,000 tons each gang per shift.
At such a speed, you can finish the work within three days.
What’s more, don’t bang against the hatch coaming.
Would you mind lending me the \draft scale\deadweight scale\ of your ship?
We \found\discovered\ insects in the wheat when the ship was at the buoys, and let the quartermaster shift the ship to the buoys for fumigation.
In short, most of the \cassava\cassawa\ powder is to be discharged to lighters and the rest to godowns.
Neither the cargo nor the vessel is \imperiled\imperilled\impaired\.
We had applied for fumigating holds before the grain sucker came.
A considerable amount of toilet paper was tainted owing to the leakage of the pipes in the holds.
Please tell the dockers to move the controller handles step by step.
If we haven’t bunkered anything, you have loaded 20,000 tons on the basis of the deadweight scale. But in practice we have replenished 400 ton of fuel oil to the bunker, so the amount actually loaded so far should be 20,000 less 400 tons.
If there are any wet or torn bags, put them aside in the holds. Let me examine first and then discharge them ashore.
Fertilizer bags are in good order and the contents are intact.
Where are the spare bags as stated in the manifest? Will you please show me later?
Your stevedores discharged the bags below the cleats first instead of those over. So these bags are pierced by the cleats.
We’ve arranged for one gang to unload the precision apparatus.
The furniture for the British Embassy, together with the exhibition goods, is stowed in Hatch No.2 tweendeck both wings in neat and uniform rows and tiers.
The jumbo has been out of use for a long time. You’d better use a floating crane for safety’s sake.
In my cabin there are two pieces of luggage for the Polish Consulate.
We checked the embassy goods package by package in the loading port. You’d better check them in the same way.
I found five packages of Tanzania precision apparatus in the locker but the bill of lading \says\indicates\ six.
Locomotives, agricultural tools, boilers, generators and mobile cranes are \naked\unpacked\.
Chief Tally, I must be on the spot when you are discharging the carpet. Please inform me beforehand.
You can use a single derrick with double wires to discharge the heavy lifts below five tons.
I mean to keep the ship only a little bit listing. It can \facilitate\convenience\ the swing of the boom during operation.
We’ll assign three gangs, i.e. Hatch Nos. 1, 3 and 5.
——Do you think the mobile crane will be available this afternoon?
——It \depends\is dependent on\ when you apply for it.
I’m informed to shift my ship to the anchorage and wait for a free berth.
Will you lower the boom a little bit? This will facilitate the stowage of fore part cargo.
——The \water level\water\ varies with the tide. Do you estimate that loading can be accomplished before the coming ebb tide?
——I can’t tell, for I am unknown of the tide table.
The stoppage is \due to\caused by\ the heaving up of hatch beams.
Please fix up the rope ladders.
Please take off the lashings beforehand. The stevedores will \go on with\resume\ their work as soon as the rain tents are fixed up.
The cargo runner has three tenths broken wires. I suggest you replace it for safety.
This single derrick has a married gear.
It’s raining now. It will probably clear up this evening.
At present they are putting on the beams.
“Working Time, Extra Labour and Hiring Record” are from the \stevedore office\dispatcher’s office\.
The contents inside is nylon yarn as per the import manifest.
We stopped discharging polyvinyl chloride, because it rained cats and dogs last night.
The destinations marked in different colors can be noted at a glance.
How many bags do the stevedores make per sling?
Chief Officer isn’t on board. I’ am going to sign the record on his behalf. (Or: I’m going to represent him to sign the record.)
I’ll keep in contact with the Chief Officer about the lashing.
All of our export cargo is thoroughly examined before shipment. If not up to the standard, the cargo is not allowed to export.
We’ll pick out the damaged cargo in the slings during loading, provided there is any.
The cargo is not allowed to ship on board without passing four parties, namely, the shipper, the customs officer, the warehouse keeper and the tallyman.
When do you think it convenient to hand in the Mate’s Receipts for your signature?
I’ll sign the Mate’s Receipts in batches. I’ll sign twice a day, once in the morning and once in the afternoon. Thus, let’s \make\finalize\ it round about 10 a.m. and 4 p.m.
The damaged cargo is not allowed to export without being repaired or replaced.
The special trimming for the fluorspar in Hatch No.2 is up to our \requirements\demands\.
Pay attention to the marks of the bee wax and pick out the wrong or indistinct ones.
Undoubtedly, the ship has to pass joint \inspection\survey\ before sailing.
We usually arrange one tallyman for each gang. His \duty\task\ is to check figures, sort marks, supervise the stowage and inspect any possible damage.
The telegraphic plan doesn’t give \full\thorough\ particulars. I’m making the draft cargo plan now.
——Can you interpret it for me?
——The operator \implies\speaks to the effect\ that most of the heavy derricks are in use now. There is lack of jumbo booms. Compared with No.4 hatch, Hatch No.3 is known as the \long hatch\key hold\. We ought to locate the jumbo boom in position near Hatch No.3.
Frankly speaking, the cargo is somewhat complicated on this voyage.
Time is money. Please make maximum use of your \manpower\labour power\ and material resources to shorten ship’s time in port. Otherwise our ship will be \delayed\protracted\ too many days. (Or: Otherwise the demurrage will be too many days.)
Except for the \tentative\sketch\initial\draft\rough\ cargo plan everything is ready for loading.
I suggest you first make a temporary cargo plan for us to start working, and then you will have sufficient time to make out the formal one. What do you think of that?
Notice to mariners has been received. The best the vessel can do is to arrive in Tsingtao at three on the morning of the 22nd.
Please \give me\let me have\ one more copy of the sketch plan.
The cargo plan is not \well\appropriately\ done.
That’s all for the time being. If there is any problem, I’ll come to you.
The loading will go on in full swing next shift.
In some degree, all the hatches are suitable for loading asparagus.
My tentative cargo plan in Chinese simply shows rough stowage. I’d like to check it with the original one to avoid any possible mistakes.
Considering the safety, I changed my mind to put the watches and the camera materials in my cabin instead of in the poop cabin.
What do you want the original tentative plan for?
The valves under S/O No.187 were omitted. The location of the raw lacquer under S/O No.208 hasn’t been decided yet.
The turpentine has strong odours; the dried turnips will be tainted.
You know grain’s nature. It’s liable to spontaneous heated. We must ensure it adequate air circulation in the hold.
It’s 17 metres deep in high tide and 10 metres in low tide at berth A.
Let me recheck it. I committed a silly mistake. Thank you for reminding me to correct it in time.
——Please write down the requirements for separation and dunnaging to the stationery.
——All right. I’ll put them down \under\beneath\ the remarks column.
Excluding the bulk paraffin wax, the total cargo weight arranged in Hatch No.3 is 1,500 tons.
The Chief Officer is occupied in making the stowage plan. You’d better talk to him later.
——Would you please spell the word “X-ray film” in full?
——Capitalized “X”, hyphen, \minuscule\miniscule\ “ray”, blank space and miniscule “film”. One thing more, don’t forget to underline it as the notation of special cargo.
The tally room is very stuffy. We’re all of a sweat. Please tell the Bosun to fetch an electric fan for us.
There are several lots of smelling cargo to load. Please note them down in the cargo plan.
This \transmission belt\conveyor\conveyer\ is specially used to transmit wood \scraps\chips\.
Please tell the tally clerks to load the cargo strictly according to the given respective figures.
If there is any space left on top of the Nagoya cargo in Hatch No.2 tweendeck, you’d better shift some embroidery to fill it up.
In Hatch No.3 tweendeck aft part, please use two sections to load Yokohama tung oil. If the space is not enough, you can extend one section in the both wings.
Bones meal and menthol oil should be stowed against the fore bulkhead of Hatch No.3 tweendeck.
Use a small part of the bags to make a wall in the place of centerline and leave the rest to stabilize the bulk \soyabeans\soyas\soys\.
Keep the potassium permanganate in balance between the two deep tanks, and make a special trimming, too.
Please make a \quick\prompt\rapid\immediate\ decision because the hazardous cargo is not allowed to keep long on the wharf side.
In view of the weakness of the packing of the toothpaste, it’s not a permanent plan to stow it in the bottom after all. You can put it in Hatch No.1 aft part and shift the preserved vegetables there to Hatch No.4.
We always take necessary measures to ensure the safety of our stevedores. When loading dangerous cargo they have to wear labour protective appliance, such as masks and gloves. Safety first, you know.
Cement and sugar are by no means to be kept together in the same hold, for they are counteractive in nature.
Alongside uninterrupted loading and shipside delivery are both of the forms of direct transshipment.
Keep the steel sheets in balance in the hold. Otherwise the ship will be listing.
Each tier of the drums must be covered with plenty of boards in order to obtain even distribution of the weight.
I estimate the broken space at 3,500 cubic feet, that’s to say I put the rate of the \broken space\broken stowage\breakage\ at 35 percent. Hence, you have 13,500 cubic feet in all. How come the space is not enough?
Maybe you are \out\wrong\ in your calculations. (Or: Perhaps you have made some \mistakes\negligences\ in your calculations.)
Have a try, please. Space is tight everywhere. Otherwise it is unavoidable to shut out some cotton shirting.
Please tell the Foreman to restow part of the Karachi \porcelain ware\enamel ware\earth ware\chinaware\pottery ware\. I \suppose\conjecture\ there is still some room inside.
The Copenhagen gum rosin which is to be loaded in Hatch No.4 lower hold hasn’t arrived yet. But the Oslo rig which is to be loaded in the tweendeck has already arrived. So can we change the location for the rig with that for the gum rosin?
The Gothenburg duck feathers we’re going to load are stowed under Bremen \electrode\solder wire\ which is from the lighters.
There is an urgent matter. Be sure to call the Chief for me and tell him there are 50 cases of \draught beer\beer on draught\ which is cancellation cargo not to be shipped on board.
Loading at Hatch No.4 stopped owing to the breakdown of the winch.
The space in Hatch No.1 tweendeck is reserved for Helsinki and Glasgow.
The ship is tipping forward a little bit. You can pump some water or oil to adjust the draft.
The worn-out bags are all second-hand bags as stated in the S/O. As to the torn bags, I’ll tell the Shipper to resew them up.
If you find anything wrong with the packing, we’ll have them reconditioned or replaced.
The through cargo in No.4 lower tweendeck hatchway stands in the way.
The upper tweendeck hatchway is only half occupied; you can still use the opening of the other part to put the cargo in the tweendeck.
If the sling bumps against the beam, \grave\serious\ accident may follow.
If put the Athens fibreboard in Hatch No.5 fore part, then how do you dispose of the sewing machines which were to be stowed there?
According to the tentative cargo plan, we should first load the Dar es Salaam bath towel. But now the Qingdao shell carving for \Yawata\Yahata\ has been misloaded there. Can you make a change in the tentative plan? (Or: Can you rearrange them?)
Please unload a part of the weldless steel tubes in Hatch No.3 hatchway for the present so as to the stevedores can use the opening to fill in the lower hold.
These torn bags are picked out by the dockers. We will inform the Shipper to replace them by new ones.
——When was the loading \completed\over\accomplished\ended\?
——The loading was completed at 00:30 hours.
This is the stowage plan for the cargo actually loaded. Please sign it.
The Shipper and the Chief Officer are discussing the torn bags of castor seeds at the Dispatch Office.
Port wine can only be stowed restriction-wise from the deck to within 12 inches of the overhead.
The case is overcarried cargo. The \division\segment\portion\ where the port mark is posted is scraped.
Would you please tell me something about the cargo condition in detail?
The ship is \equipped\furnished\ with MacGregor, in other words, with automatic hatch covers.
In Anterwerp, all the copper bars were brought alongside by lorries.
There isn’t any separation between the sandalwood. You can distinguish them easily as they are all in different length.
The seamless steel tubes and the stainless steel bars are painted in different colours by lots.
Although the packing of the scientific instrument is of the same, yet the lots are different in marks.
You can inquire of the Chief Officer about the \discrepancies\disputes\ and remarks.
If the different lots of synthetic fibre are mixed up, I’ll sign for you to certify it.
For safety’s sake, it’s preferable for your men to take off the oil tank lids.
The stevedores are discharging the bales only in the middle, leaving those in both wings untouched. It’s not safe to unload in this way.
As soon as they finish the whole lot of pulp in the middle, they’ll discharge them from both wings.
The stevedores \tossed\threw\ the bags from high place into the hold. That brought on a lot of bags with seams slack.
Yesterday I pointed it out to the stevedores that they \dragged\towed\pulled along\ the slings too roughly. But they didn’t listen to me. Today they drag the slings even more \violently\.\.
The stevedores are justifiable for they are unable to catch what you say.
Now, on the one hand, please turn on the power (supply) at once, on the other hand, I’ll tell the stevedores to pay attention to their handling.
The Chief Foreman has looked over the chafing on the edge of the hatch coaming.
When the cargo is \taken\hoisted\ out from the two ends of the holds, it’s unavoidable that the cargo runner will by accident rub against the edge of the hatch coaming.
Please don’t cut off the power supply \at will\willfully\arbitrarily\ from now on. As you know, the interruption will surely slow down the speed of discharging. It’s unfavorable to both the ship and the port.
Please tell the dockers to handle smoothly \hereafter\thereafter\.
If tallymen’s stand-by is caused by the vessel, a record shall be made out by the Branch Company and be duly signed by the vessel.
There is no need of shifting the stevedores to Hatch No.3 from Hatch No.1. Because your electrician said it would take only half an hour to finish the repairing of the winch.
Hatch No.1 winch is under repair.
Please speed up the repairing. The sooner the better.
It’s stipulated in the Business Regulations of our Company that the Chief Tally is in charge of the tallying work of the whole vessel, while the tallymen take charge of their respective hatches.
Make a \concentration\gathering\ of all the torn bags and do the outgoings \totally\together\ at last. This will help to the clarity of the figures.
Since Monday, Hatch No.2 veal has been discharged for five shifts. Now there is little left.
According to the terms of the Charter-party, \Zhongzu\the China National Chartering Corporation\ is responsible for the cost of the dunnage. Polythene paper is too expensive in Port Kelang. Therefore I bought only 10 rolls in the interests of Zhongzu.
All the rubber is to be separated only by grades \regardless of\dispense with\ the marks.
It’ll take considerable time to sort out the marks of talc powder in the holds. The best way is to sort them out ashore.
The aluminum ingots are originally packed in bundles. We off-bundled them only for taking more cargo. We should take the charterer’s benefit into full consideration. (Or: We should be fully considerate of the charterer’s benefit.)
The quantity of each bundle is fixed for the same lot.
The supplier cabled his buyer’s agent that the S.S. “DAIWA MARU” would not arrive on the original date for the engine failure.
The Chief Checker whom you are acquainted with has been transferred to PENAVICO.
How many pieces make a bundle?
Hatch No.2 polyvinyl acetal resin under Bill of Lading No.3 and 5 are mixed up. Please go to have a look at them.
The trouble is the paints are only on the bundles of aluminum ingots but not on each piece. So we can hardly get the accurate figures for different lots.
In terms of the Port Regulations, if the cargo marks are illegible, the cargo can’t be allowed to export.
I’m not fully aware of what happened at the Port-Au-Prince. I merely mean the present state of the cargo on board.
Stevedores’ damage may arise in the progress of loading and discharging. That’s common sense.
There are some bags of pepper with dry water stains in Hatch No.5. Please put them aside for the time being.
The key doesn’t fit the lock.
The chrome ingots are shortlanded in bundles and overlanded in pieces.
Your sentence is too lengthy with ambiguity
In all there are three ports on this voyage. The first port of departure is Auckland. The port of call is Semarong and the terminal port is Shekou.
It’s purely a fiction that individual dockers intentionally injure the cartons.
I acknowledge that I was on the spot then. But I told the stevedores to replace them by new ones, and before I was off duty they had replaced the torn bags already.
If so, I’ll sign the papers without putting any remarks.
Look, this sling contains only 19 bags. Why is this sling short of one bag?Can you ask the signalman about it?
One bag falls while the sling is going up. We’ll make up for it in the next sling.
Seeing is believing. Have you made it certain?
We only tally the packages but ignore the weight of each package. So you’d better change the remark to “not responsible for the weight”.