4151 Figure 3-10. CHAPTER Ill, SECTION 6 Cargo Vessel at Pier - Elmer JOBSITE SUPPLY STEVEDORING. On 1 July 1955, Holmes & Narver was assigned the responsibility for all stevedoring operations at the Proving Ground except onshore at sites David and Fred. All such operations on board ship were previously performed by Army personnel. The responsibility for the port operation and related activities remained vested in the Atoll Commander. A Stevedore Department was established within the Supply Division consisting of 44 men; this provided for four gangs. In order to meet the urgent offloading demands of incoming cargo and to fill the tight shipping schedules that were established, it was necessary during the peak period (from December 1955 to April 1956) to augment this group with one additional stevedoring gang comprising men temporarily assigned from the Construction-Maintenance Division. This permitted the working of five hatches simultaneously. Because of the inherent intermittent requirements for stevedoring, it was impracticable to provide personnel for more than one shift. The requirement for rapid offloading of vessels in port called for a normal work schedule for stevedores from 0730 to 2400 hours, resulting in considerable overtime. During the busiest month (February 1956), a work schedule of 15 hours per day was maintained for 15 days out of the 29 days of the month. Stevedoring personnel were closely observed during peak offloading operations; work was accomplished without harm to the men and with a minimum of damageto cargo. During periods when ocean-going vessels were not in port, stevedore personnel were kept continuously employed in such operations as loading LSTs and small marine craft, stacking and stowing dunnage, and repair of gear, or they were temporarily assigned to other departments. (It is of interest to note that it was not necessary to purchase lumber for dunage purposes as the dunnage saved from offloading operations sufficed for backloading.) Stevedoring problems encountered were, in general, adequately resolved through the co- operation of the Port Commander, the Masters of vessels, and loading authorities at NSC, Oakland. Because sufficient winch cable was not available, the first vessels that were worked could not be simultaneously unloaded inshore to the dock and offshore to a barge. This method of discharge was desirable in that cargo assigned to site Fred could be offloaded onto a barge outboard of the vessel while cargo assignPage 3-31