that stevedoring charges in San Francisco would amount to about $2.25 per measurement ton, or about $27,000 for the maximum 12,000 measure- ment ton load. There were indications that an American ship could have been privately chartered for about $100,000, plus the same stevedoring charges. H & N discussed the chartering of such a ship with members of CincPac's staff on July 19, 1950 and found that there was no objection on their part to this action, provided procedures for security were set up by AEC, and provided AEC approved. As a result, discussions proceeded with Los Alamos on July 20, It was found that the AEC preferred that H & N continue to rely on military shipping facilities for reasons of AEC security and other policies. Military facilities were augmented as rapidly as possible, and ultimately a cargo ship was made available on August 19, 1950, for the transportation of Eniwetok cargo. The uncertainty of MSTS ship assignment as a result of the Korean War prevented the adherance to a normal, planned schedule of sailings. It became a normal procedure for the H & N representative at the Naval Supply Center in Oakland to telephone the Home Office daily with infor- mation as to changes in designations of ships, changes in sailing dates, and changes in allocation of space. Frequently a tentative sailing date would be established but the designation of a particular ship could not be made; H & N would therefore attempt to book cargo on an “unnamed ship" designated for a specified loading date. The nature of this Project required the procurement of umtsual types of equipment and materials which were frequently obtainable only from sources of supply distant from the West Coast. For example, limonite ore was obtained from Michigan; motors, generators, and other electrical equipment for the towers were obtained from Ohio and Wisconsin; wagon drills were obtained from Oklahoma; extruded sections for the aluminum tower from Indiana; and cable from New Jersey. Many items of this nature were difficult to procure, and by the time the vendor could deliver them they were go urgently needed as to require shipment by fast freight or by express in order to meet a particular sailing schedule. Under these circumstances involving premium charges for expeditious delivery, it was particularly disheartening to discover that the shipping schedule had been cancelled or delayed. There were occasions resulting from changes in shipping schedules when on-continent freight shipments accumulated on freight cars which could not be unloaded at Oakland because of otter accumulations of cargo at that base by Holmes & Narver and by the military services. This delay in unloading of freight cars resulted in the payment of demurrage. There were frequent occasions when cargo which had accumulated at the Naval Supply Center in Oakland had to be moved from one location to another because space on the loading dock was required for handling other cargo. There were still other occasions when because of congestion, it was found necessary to remove cargo entirely from the Naval Supply Center. All of these delays and movements involved additional labor and additional expense.