about 7500 M/T of cargo. The 2 AKAts furnished had a bde cubic capacity of 11,000 M/T. In actual loading, it was found that the 7500 VT figured wes just about what they would carry. 19 ● In each of the loadings from the U. S. a similer sYst= of dealing with the loading port was followed. As soon as a list of cargo had been made up, it was furnished to the loading port together with broad instruction for loading. This included such items as port or ports for which vessel was to be lwded, date vessel would be on berth, sailing date desired, notation of any car~ requiring special handling, cargo requiring special stowage so as to be availsble for first out discharge and assignment of units to vessels. Following t~s general plan, t~ port prepared detailed plans and proceeded with loading. AS long as the broad requirementswere met the loading officer had co~lete latitude in loading the vessel. Sometime prior to each loading, the TransportationOfficer made a trip to the loading port in order to resolve any unusua1 problems on the ground. Through this personal contact and almost daily telephone calls, problems wMch came up could be readily resolved. Due to almost daily changes or additions to the loading list, this communication by telephone was nmdatory. There was no limitation placed on long distance telephone calls, and in an operation of this degree of urgency such use of the telephone is a blessing. 20. On 23 October, the TransportationOfficer departed for the West Coast to nke arrangements for the loading of the first group of veseels. A conference was held at San Francisco Port of Embarkation attended by sections concened fnm both San Francisco Port of Embarkation Section XVII —