That’s the form of all the slings.
Five bags of copra are soaked because they were stacked near the bilge.
We’re off shift now. Let’s check up the figures.
The contents are dropping from the sling. There must be some torn bags inside.
Two bags cover torn and contents exposed, and three bags seams slack. Please write it down.
——What’s the stevedores’ meal time?
——From eleven hours to eleven forty hours.
——When will this shift end?
——At 3 p.m.
They work round the clock in rotation in three shifts. The day shift works from 7:00 to 15:00, the swing shift from 15:00 to 23:00, and the night shift from 23:00 to 7:00.
Be sure to record every sling. Otherwise your \sum\total amount\ won’t be equal to mine.
What times does the swing shift begin and end?
According to Mr. Smith, Mr. Wang is a competent tallyman.
I’m off shift now. The day after tomorrow I’ll be on the day shift.
The stevedores change their shifts at 7 in the morning, 3 in the afternoon and 11 at night.
I’ll be away for a while. Don’t forget to record every sling.
There happened pilferages in the galley and the crew’s quarters last night. We want to make it clear. Please \convey \pass on\ our idea to the port authority.
It’s our liability to record the fact. Please sign the record to certify the fact.
The underneath cargo is \stained\contaminated\ with the DDT dust.
Some bags of horn and hoof grain in Hatch No.2 are torn owing to weak packing.
First of all, I’d like to remind you not to \miss out\leave out\ the torn empty bags in your figure.
We’ll consider them original bags.
Frequent rotation of the machine will cause malfunction.
In so far as the slightly wet bags are not included in the figure, I can’t cut down the figure.
In my opinion, we can’t help leaving the issue to be decided by the cargo surveyor tomorrow. (Or: We have to resort to the cargo surveyor to solve it.)
The damage was caused due to careless handling.
I don’t think so. If you had put enough battens on the cleats beforehand, the bags might not have been pierced. How can you blame the dockers?
What do you consider the torn empty bags?
Please put the remark “Subject to cargo surveyor’s report” and strike off the original remark “In dispute”.
The coating of paint is scratched and the exhaust tail pipe \bent\curved\.
B/L No.24 is short of one box of spare parts.
Two boxes tainted by \dyes\pigment\coloring matter\dyestuff\, three cases with hoops missing, and one case renailed with contents unknown. That’s all for the damaged cargo in this lot.
Some planks are patched and warped. Several bottom skids are broken.
The dockers did have acted to the detriment of some bags during discharging. But I have made a separate record for them.
——I become aware of your tallymen’s chatting during tallying. How can we trust your tally figures?
——Your words is somewhat \rhetorical\high-flown\exaggerated\. Their conversations merely encompass the things relating to tallying work.
You never can tell whether the contents are in good state, because we can’t see the interior. In this regard we tallyman only judge cargo by appearances.
There are two cases of apparatus with contents rattling.
The fifteen drums of methyl alcohol, in addition to loose lids, are bulging. You might as well recooper them.
It’s the summing-up of all the records signed by the duty officers. If there is any doubt about it, you can go through the records in your hands. And everything will be clear.
You have my sympathies. But business is business. The damage record is \based\founded\established\ on the actual facts.
Just conversely, the above-mentioned damage was originally existed.
I reject such remarks. As your duty officers examined all the torn bags and recognized them original damage, how can you hold the stevedores responsible?
By what do you judge cargo condition?
In the port of Moji, the sedans are all driven into the trailer deck and the lower hold by experienced drivers. There couldn’t have been \collision\impaction\.
Twenty cartons of \rayon yarn\artifical fibre\ are overlanded and fifty bags of polyvinyl resin shortlanded. This is the actual figure that we’ve tallied.
I don’t know how the cargo is tallied at the loading port. But here the cargo is tallied by two sides, that is, the tallyman on behalf of the ship and the lighter man or the warehouse keeper on behalf of the receiver. As regards the bagged cargo in big lots, the stevedores always make slings in fixed form and fixed quantity. They neither take bribes nor play anybody false. So I’m certain our ultimate figure is correct.
Your remarks are not well grounded. It seems to me that you doubt our tally figure.
That’s just the point. It’s obvious that one sling was missed out by your tallyman.
The shortage of 50 cartons of alcohol doesn’t come out of one hatch. It comes out of two hatches, that is 16 cartons of Hatch No.1 and 34 cartons of Hatch No.2.
The total amount that appears on your cargo plan disagrees with that on the manifest.
Facts speak louder than words. We’ve checked the cargo over and over again. Since there’s no error, you have no reason to deny the figure.
To use the remark “Normal loss of quantity” describing the phosphate is out of place.
We’ve reviewed our tally sheets and reexamined the \stack\pile\, the consequences are all 301 pieces.
Which hatch does the shortage of the jute come out of?
The Chief Officer refused to sign the Mate’s Receipts after loading for no particular reason.
I wonder how that is to be done.
It’s a \visual\visible\ former defect. How can you remark \“Delivered as loaded” \“Discharged as loaded”\ on the cargo exception form?
A number of bags are worn out to a certain extend with contents leaking badly.
The ship has to pay the tallying fee for shifting and reloading of cargoes.
Two cases are renailed up with old planks and split.
A number of cartons of vacuum flasks are chafed with their bands partly rusty.
Never mind. I bet that won’t affect the contents.
All the screws are wholly rusty.
Since the ramie of different lots has been mixed up, the ship has to pay for sorting marks.
Damage to cargo may \result\arise\ if due observation isn’t paid to handling.
In some instances of the cases adjacent to the boiler room the inside \sticky\glutinous\ glue oozed out.
You’ve \failed\neglected\ to sign these two pieces.
I deem it \unnecessary\not requisite\unessential\dispensable\ to put remarks.
You have put some remarks regarding the inward bulb, whereas now you don’t agree to my putting any remarks concerning the outwards silk fabrics. Is it \reasonable\legitimate\?
With respect to the inward cargo, I did put some remarks because all the traces of damage are apparently old ones. But as to the outward cargo loaded on board, it’s all in good condition. The torn bags you mentioned were actually replaced right after they were discovered. Your Second Mate didn’t report it to you about the replacement. That’s not my fault. You know that we Chinese tallymen respect facts.
Except for the words “a lot of”, the Shipper agrees to your remarks. He hopes you’ll put down a \definite\concrete\figure.
In my opinion, it’s a natural phenomenon that steel bars get partly bent. That won’t affect the quantity of the cargo at all.
How about deducting 10 bundles?
For the purpose of covering the owner’s interests, I refuse to revise my remarks. But you may put oppositional remarks. Remarks versus opposition to remarks are allowed to exist simultaneously.
I’ll \study\confer\ with the Shipper in time.
Leave it till the Shipper comes. It’s not necessary for us to argue about it.
I saw your winchman not operating the winch gear by gear. He is liable for the accident.
We had the winch overhauled last year.
It seems he’s a green hand and is inexperienced in his job.
All our winchman are well trained and \skilled\skilful\proficient\practiced\ in handling winches.
The tallymen’s stand-by was not due to the unskilled handling of the winchman but to the breakdown of the winch.
The question is your winch is too old and lack of routine maintenance. Therefore, it’s liable to \get worn-out\be out of order\ when working night and day without a break.
This is a \trifle\trivial thing\. It’s not \worth\worthy of\worthwhile\ arguing.
I can’t bring this matter \a speedy\an urgent\ conclusion without investigation.
We aren’t willing to waste any time either. We also want to have a quick dispatch of your ship.
——My stand-by time is 2 hours. But yours is 2 hours 20 minutes. Have you \eliminated\precluded\ 20 minutes’ free time?
——The discrepancy isn’t too much. Let me \modify\correct\ it in my record.
You have been to our port many times. Good cooperation has been \set up\built\between us.
Some linen fabrics were torn in Hatch No.3 owing to the lack of cargo batten.
Whatever you say, I should make out a record in accordance with the facts.
Chief Officer, here’s the On-the-spot Record for the mixed-up stowage of the woolen fabrics in Hatch No.2. Please sign it.
Chief Tally is a \go-between\notary\. Since the Chief Tally has signed it, it’s no longer necessary for me to sign.
I was \sternly\severely\ criticized by the ship-owner on the last voyage for my acknowledging the shortage.
I can but make a list showing the shortlanding of bundles and overlanding of loose pieces.
It can’t be helped. Do as what you say.
The Chief Officer insisted on putting remarks \regardless of\without regard to\ my objection.
Mixed-up stowage of cargo caused our tallymen excessive amounts of trouble. The sorting charges shall be \born\borne\undertaken\assumed\ by the ship.
It’s evident that we won’t charge the stevedores’ damage to your account.
As to the stained nail-polish, the fault lies with you, not with me.
What evidence can you present to \justify\confirm\verify\prove\testify\witness\ your views?
There were 15 liquid nitrogen containers with planks broken. They were examined by the ship’s personnel on duty. If you have any doubt, you can ask them about it.
Your dockers towed the slings roughly. \In consequence\Upon this\ the dunnage was removed from the steel plates. That’s why some plates are stained by the soda from torn bags.
What you say isn’t convincing at all. You see the rust on the stained plate isn’t a thin layer. It’s obvious that such a thick covering of rust can only be formed in a long time. For our part, the dockers swept the urea as soon as they found it on the plates during discharging.
Let’s mutually submit the case to the cargo surveyor.
Look, so far the cargo down below hasn’t been touched yet. You can easily find the old traces on all the broken cases.
It seems that the only way out is to sign.
If you like, you may jot it down on a piece of paper for reference.
The rubber bales inside the pallets are more or less damp and mouldy, some have even stuck together.
The figure of the broken cases of liquid nitrogen container is 15, of which 7 are stevedores’ damage.
There are 5 aqua ammonia containers off-nailed in Hatch No.2.
The weasel skin with dry water stains in Hatch No.5 gives off a horrible smell.
There are three trucks on No.1 deck with window panes broken, mud guards dented and antennas bent.
Moreover, the chassis of 15 trucks are rust-stained, particularly those near the mast house.
Please put down the remarks “Deck cargo at shipper’s risk” in the Shipping Order.
Now the record is \at the dispose of\in the possession of\ the consignor. It is to be submitted to the Insurance Company by him.
In Hatch No.3, the majority of the side and rear walls of the trucks are not \fitted on\rigged up\. They spread over in the hold.
The rear view mirrors, the windshield wipers, the jack, the cigarette lighter, the transistor set, the spare tire and the storage batteries of Sedan No.24 are missing.
Deflate the \tire\tyre\ and then inflate it afresh.
What are missing on the sedans in Hatch No.2?
The heavy tossing of the vessel damaged some accessories of the cars.
The two trucks on No.2 port deck collided because of bad \lashing\binding\.
It’s not necessary to make out a record unless the inner tube of the sedan is leaking gas.
The tires of the trucks are flat. The inner tubes might be punctured.
There will be two loaders at work. It needs to adjust loading sequence.
——Please give me the figures \separately\respectively\.
——Seventy five bundles are short and three thousand eight hundred twenty five pieces over.
The stevedores at the loading port of Nagasaki untied several score of bundles in order to fill the broken spaces with the loose pieces.
——The number of pieces of each bundle is not \stated\shown\ on the manifest.
——That’s just the point.
\German silver\Nickel silver\ is packed in bundle of ten. Please work out the number of bundles from the loose pieces.
As the ship is the carrier of the cargo, it seems unreasonable to put such remarks. Meanwhile I don’t think the Consignee will accept it.
On my part, I have to cover my owner’s interests; otherwise, I’m to be blamed for it.
Chief Officer, you have been here many times. You ought to have a better understanding of our country. We never cheat in business. I’m sure the Consignee will deal with this matter according to the fact. If the figure is correct, he will definitely not lodge any claims against the shipowner. Please take it easy.
Frankly speaking, I feel \doubtful\suspectable\ about the figure.
I also know it’s not a small figure. So we have checked it repeatedly.
You have prejudice, I dare to say. We tallymen hold ourselves responsible to the vessel. We always take a practical attitude towards our work. So what appears in the list reflects objective. You may rely upon it.
We are all \personnel\staffs\ in the specific field of tallying. Our contingent is specially trained. We all observe the principles of tallying and safeguard the \client’s\entrusted party’s\ legitimate rights and interests.
As a matter of fact, we have two tallymen for each gang, and they are on the spot all the time during handling. They work earnestly and hard.
It’s hard for any person to avoid mistakes. Although we can’t say we’re always correct and never \make\blunder\errors, yet we should minimize our mistakes as few as possible. Once a mistake is occurred, we should correct it.
——I’m afraid your tallyman may miss three slings on the tally sheet by chance, because 18 bales \equal to\amount to\are equivalent to\ three slings.
——No, you haven’t guessed it. The shortage in question doesn’t come out of one hatch but three, that is, seven bales from Hatch No.2, two from No.3 and nine from No.4.
Can’t you set off the sweepings against the shortage? (Or: Can’t you offset the shortage by the sweepings?)
According to the Charter-party terms, the responsibility of the carrier shall \cease\be relieved\ when the cargoes are discharged from the ship.
If you still think it’s \an awkward\a troublesome\ matter, suppose you can put the remark “According to Rizhao tally”.
They used an advanced technique. Tallying was completely mechanized. All the cargo was counted by automatic calculators. It seldom makes mistakes. It has many advantages. It’s indeed an advanced method in modern shipping business.
We are \in favor of\in support of\ the mechanical tallying. We’ll adopt this method likewise in the long run in the future. However, to my knowledge, I have come into contact with several oceangoing freighters calling at our port before. The cargoes they carried are also counted by automatic calculators at the loading ports. It puzzles me that their figures didn’t turn out 100% correct. The cargo was now and then found short or over after discharging. This reflects that calculators aren’t absolutely reliable at certain ports. From my point of view the accuracy of the tally figure \is decided mainly by\depends fundamentally on\rests basically upon\ tallymen’s high sense of duty to their work. Even up-to-date machines might occasionally go wrong. So I assure you our figure is correct.
You work nicely. You won’t get the sack.
Can you cut down the value of the shortlanded cargo in half?
Our attitude towards the tallying work is to seek truth from facts. Using sweepings to make up for the shortage is not allowable.
The figures of cargo discharged from the segregated hatches \don’t correspond to\differ from\don’t agree with\ those on the cargo plan.
Through spot check I found your stevedores misloaded the damaged cargo on board \occasionally\at times\now and then\.
Don’t take things too seriously. Overage and shortage is common in tally work.
If you disregard the fact and refuse to sign on the cargo papers, you can’t complete the clearance on ship’s departure.
Calm down yourself and give the matter your careful consideration, otherwise you’ll have to bear all the consequences arising therefrom.
Allow me to put forward an evidence for your further consideration. For instance, we find some discrepancies between the figures on the tally sheets and those on the Shipping Orders, particularly there are some obliteration on the tally sheets.
The warehouse keeper checks up the quantity in the slings according to the numbered tally tickets.
“Ship not responsible without prejudice” means I accept the facts presented before me without question but I won’t accept any responsibility if the facts aren’t correct.
In the meantime, I’ll ask my Agent to send a tracer to Penang to make further investigation.
Eleven cases of Grade No.3 menthol are short delivered. There is neither shortage nor overage of Grade No.1 menthol.
Let me \introduce\bring out\describe\ the three-in-one tallying method to the point briefly. It’s one of our advanced working methods. It means three parties check cargo together in order to \ensure\guarantee\ an accurate tally. The three parties, \besides\other than\ the tallyman, refer to the warehouse keeper and the dockers.
Signing under \compulsion\protest\ is not of frequent occurrence.
My ship has completed port clearance and will very likely leave this afternoon.
What do you mean by the term of Stowage Factor?
Probably you get the figure wrong when transhipping cargo to the lighters.
If you reduce the figure of shortage by 50%, that’s to say, deduct twelve pieces from the total, I’ll sign.
I’m sorry there is no bargain. We never tell lies. We always respect facts and do business on principles.
The interested parties of a consignment are the Consignor, the Carrier and the Consignee. The tally company simply works on behalf of the vessel and is not by nature an interested party at all.
According to the Business Regulations, the retallying charges shall be for the account of the vessel if the retallied figure is in \conformity\accordance\ with the original one. A retally note shall be issued as final to the shipowner after retallying. If the retallied figure doesn’t correspond to the original one, our tally company will undertake the cost of retallying.
If you can’t make up your mind, you might as well ask your Captain for his instruction.
Why \charge us extra fee\charge us additionally\ for tallying 1,000 tons of cargo on Sunday? (Or: Why surcharge us for tallying 1,000 tons of cargo on Sunday?)
According to the Regulations for Collecting Tallying Fees by our Company, in case any tally is done on Sunday or legal holiday and difficult operations, additional charges shall be collected accordingly.
We charge extra fee at 100% of the rates of tallying fees.
The Regulations for Collecting Tallying Fees \are effective\come into force\ from June 1st, 1980.
Your ship is scheduled to leave at 16:30. Please get everything ready for the joint \inspection\survey\.
For cargoes chargeable at the same rate, part of one ton shall be taken as one ton.
Under such circumstances, I usually put the remarks “Deck cargo at shipper’s risk”.
The remarks “In dispute” are under no circumstances \accessible\acceptable\ to the Consignee.
The container has been \thoroughly\entirely\ cleaned prior to vanning and all evidence of previous contents has been removed.
Wood, nails and other foreign materials were imbedded in the licorice.
During cargo handling, the tallymen must keep in \contact\association\ with ship’s officers or crew members on duty so as to discuss and solve problems relating to cargo tallying.
The tentative plan should provide for an amount of cargo in each hold so that no one hold will require an unproportional number of gang hours of work to discharge the cargo.
“Over stowed” doesn’t mean that the cargo necessarily has other cargo stowed directly over it, but simply that cargo is blocking the discharging in one way or another.
With reference to your cable of December 26, we wish to inform you that we retain\reserve\ you on the M.V “Tasman” a total of thirty thousand bale feet of space for general cargo. Please confirm that you are able to utilize the space fully.
Rules for Tallying Containerized Cargoes and Containers take effect as from July 1st, 1976.
It’s \universally\widely\ acknowledged that we act on the square.
When dealing with foreign affairs we resolutely carry out the Party’s \guidelines\policies\.
We collect the retallying expenses at the rate of 0.30￥RMB for per ton.
If the shipowner doesn’t authorize you to do so, you might as well telephone him for his instructions.
It has formed an international habit.
——\How far is it\What’s the distance\ from here to the Seaman’s Club?
——Five stops away. (Or: There are five stops.)
I’d like to use your VHF (Very High Frequency) telephone to contact our company.
——Where is the \W.C\water closet\toilet\?
——At the left of the end.
I forgot my briefcase and \walkie-talkie\intercom\ in the tally room yesterday. Do you keep them for me?
Come along, please. I’ll telephone to the Taxi Service to let the taxi take you to the Agency.
No crew member is allowed to stay ashore \over night\all night long\ without the permission of the Frontier Station.
The China Ocean Shipping Tally Company Head Office has branches in all coast ports of our country.
The functions of foam fire extinguisher and the soda-acid fire extinguisher are different. The former is used to \put out\extinguish\stamp out\ fire disaster caused by combustible liquid that can’t dissolve in water. The latter is used to put out conflagration of initial stage caused by common combustive matter, such as, bamboo, wood and cotton, etc.
Lanshan is teemed with varieties of fishes and rare seafood.
A bad compromise is better than a good lawsuit.
If one’s in the right, one can go anywhere.
There is no ruler without an exception.
Better late than never.
One should be as good as one’s word. You can’t go back on your word.
Score twice before you cut once. (Or: Look before you leap.)
A foreign language is a weapon in the struggle of life. —- Karl Marx
Laziness in youth spells regret in old age.