Citation
Panama Canal review

Material Information

Title:
Panama Canal review
Creator:
United States -- Panama Canal Commission
Panama Canal Company
Place of Publication:
Balboa Heights Republic of Panama
Publisher:
Panama Canal Commission
Publication Date:
Frequency:
Semiannual
regular
Language:
English
Physical Description:
v. : col. ill. ; 28-34 cm.

Subjects

Subjects / Keywords:
PANAMA CANAL ZONE ( unbist )
Periodicals -- Panama Canal (Panama) ( lcsh )
Periodicals -- Canal Zone ( lcsh )
Genre:
serial ( sobekcm )
federal government publication ( marcgt )
periodical ( marcgt )
Spatial Coverage:
Panama

Notes

Additional Physical Form:
Also issued online.
Dates or Sequential Designation:
Began with v. 1 (May 1950).
Issuing Body:
Vols. for 19 -19 issued by Panama Canal Co.; <Oct. 1, 1980-> by Panama Canal Commission.
General Note:
Title from cover.
General Note:
"Official Panama Canal publication"--19 -19 .
General Note:
Description based on: Oct. 1, 1980.

Record Information

Source Institution:
University of Florida
Holding Location:
University of Florida
Rights Management:
This item is a work of the U.S. federal government and not protected by copyright pursuant to 17 U.S.C. §105.
Resource Identifier:
01774059 ( OCLC )
67057396 ( LCCN )
0031-0646 ( ISSN )
23584335 ( ALEPH )

Related Items

Related Item:
Panama Canal review en espagñol

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UNIVERSITY
OF FLORIDA
LIBRARIES



















Digitized by the Internet Archive


University


in 2010 with funding from
of Florida, George A. Smathers Libraries


http://www.archive.org/details/panamacanalrevie146pana














PANAMA CANAL

v v


(I--
IN THIS ISSUE d
Cut Widening Scenes
Signal Station Retired
Planni ool
N o hLZe ique


r :i=:


Cut Widening Progress, Pattern







ROBERT J. FLE.NINc, Jr., Governor-President W A
DAVD S. PARKER, Lieutenant Governor


FRANK A. BALDWIN
Panama Canal Information Offic


Official Panama Canal Publication
er Published monthly at Balboa Heights, C.Z.
Printed at the Printing Plant, La Boca, C.Z.
Distributed free of charge to all Panama Canal Emplo


ROBERT D. KERR, Press Officer
Publications Editors
ROBERT D. KERR and JULIO E. BRICERO
Editorial Assistants
EUNICE RICHARD, TOBI BrrTEL, and
TOMAS A. CUPAS
yees.


Where Is It?


ON OUR COVER: Progress of work on the widening of
the Canal on the final reaches through Gaillard Cut from
300 to 500 feet is visible in the "skinned earth" area along
the west bank, at right as you look at the picture. The
aerial photo was taken from a point almost directly over
Camboa Bridge. The line indicates approximately future
width of the Canal after removal of about 11,200,000
cubic yards of rocky material from the west bank. \ork
began last January on the third, final, and largest phase
of the $41 million program for widening of the cut,
a program started in 1959. The current contract work is
being done primarily by 44-cubic-yard scraper units,
nearly twice the size of any power scrapers ever used
before on any Canal Zone projects.


HOW FAMILIAR are you with the
history of the Panama Canal? How
closely do you inspect your surround-
ings? And how well does the geography
of the Isthmus register on your memory?
The picture at left was printed from a
negative in official files of old glass
negatives. Can you guess what the
scene is, and about what date? If so,
drop a note to the editor of THE REVIEVW,
along with the reason you think
your guess is correct on place and
approximate date.
We'll let you know in a later issue,
along with an explanation of how it's
possible, by close inspection of the
picture, to establish place and time.
Yes, that's a French rail car, and for
the benefit of rail buffs to whom it
would mean something, it has a link
and pin coupler, not an automatic
coupler.
The sand along the tracks and the
barrels under shelter at right aren't
useful as clues. Don't waste time on
them. The hills in the distance could be
clues. That's not a signal in right back-
ground, it's a pole with insulators.
Anv ideas as to where the scene is,
and when?
If so, pitch in. There'll be no
"winner," but it could be fun. Other old
pictures will be published periodically
for similar guessing games.


Index


Cut wideningg Views--------
Planning, Control Tool __
Major Ocean Ports __---_-.-- __
Signal Station "Retired" __--
New Lockage Technique -
Isthmus Industry
Canal History, Retirements ._
Anniversaries
Promotions and Transfers
Cristobal Schedule
Shipping


3
4

-.-_ -- -- -- 6
-..----- ----- 810
--- -- -- -- --- 10


S13
14
15
16


JANUARY 1964


And


When?



































A view of part of the Cut widening project not visible from the Canal or from Gamboa
Road along the east bank. It's spoil bank No. 1, sloped toward the Mandinga River parallel
to the course of the river, and away from the Canal channel, for earth stability and to
minimize the amount of bank wash that will get back into the river and eventually into
the Canal. This reduces the amount of dredging necessary to keep the channel clear.


Bird's Eye View


Of Canal Widening Work


APPROXIMATELY 3,200,000 cubic
yards of material have been removed
from Gaillard Cut under current con-
tract work in Las Cascadas-Bas Obispo
Reaches for widening of the Canal from
300 to 500 feet.
Removal of the remaining estimated
1,800,000 cubic yards under the Zone I
(above elevation 95) contract should be
completed by the end of April, 6 months
ahead of scheduled completion date.
The contract, with Moretti-Harrison,
Inc., of Miami, Fla., covers removal and
disposal of the non-rocky overburden
earthy material. It is based on removal
of 4 million cubic yards, with option
for the Panama Canal of having an
additional 675,000 yards removed at the

THE PANAMA CANAL REVIEW 3


Jutting out from the west bank of the Canal
near Gamboa is Mandinga flare, which is
being cut back to approximately the line
shown, for improved visibility for pilots,
although the work is not necessary for
adequate channel width. This work is
being done by the Dredging Division
because the flare is isolated from the con-
tract work area by the Mandinga River,
and making it a separate project simplified
the contract job.

lob


same unit price of 44.8 cents per yard.
Upon completion of this contract,
the work remaining in the Canal widen-
ing project will be removal of approxi-
mately 11,200,000 cubic yards of rocky
material from the 3-mile long north end
of Caillard Cut making up Las Cas-
cadas-Bas Obispo Reaches.
It is anticipated that most of this
material will be taken to the site of the
proposed Trinidad Dam and used in
construction of the dam. Completion of
this final phase of the widening project
is contingent upon budgetary consider-
ations, but its actual completion proba-
bly could be achieved in about 3 years
of intensified effort, Canal engineering
officials believe.


Nor*







































The fine points of a PERT chart are
explained by Kerry B. Magee of the Exe-
cutive Planning Staff. Magee trained more
than 400 Panama Canal employees in the
use of the new management control tool.
This chart was part of a larger one used to
organize the move of the Panama Canal
Printing Plant from Mount Hope to La
Boca-a complex job with a deadline.


A CANAL Zone housewife who makes
plans for a formal dinner party for 20
guests will carry out in her mind,
whether she knows it or not, a type of
project planning which her engineer or
manager husband would call PERT, and
which more and more Panama Canal
management, staff, engineer, and super-
visory personnel are using every day in
their respective jobs.
The housewife certainly has a project
when she must invite guests, plan an
elaborate dinner to feed 20 hungry
people, and line up extra help. She
undoubtedly figures out a way that
the program actually will be accom-
plished rather than a wav in which it
might be accomplished, wh h is one
of the first steps in the use ERT.
She lists the major activities be
completed i i ... .. .. 1 1 .. .
and the food assembled and csttes
the time necessary to comply each
activity. In her mind she willY determine
the expected time to make each dish,
clean the house and invite the guests
by combining optimistic time, the most
likely time, and pessimistic time. And
she will consider the servants and
the weather.
This may be an over-simplified exam-
ple of a new management planning and


JANUARY 1964





control tool which is being used by
business and Government organizations
in the United States, and is now being
employed more and more by the Canal
organization.
The letters P-E-R-T stand for Pro-
gram Evaluation and Review Tech-
nique, or as it has been explained by
the original advocates, a new technique
for planning any project that involves
a number of different tasks that must
be coordinated.
PERT was developed in 1958 by a
management consultant firm working
with the Navy's Special Projects Office,
whose most pressing problem was get-
ting the Polaris submarine out to sea
at the earliest possible moment. It has
since won international acclaim as a
management "breakthrough" for saving
time and resources in the race for space.
"PERT has become so widely used
at present that it seems likely to outlive
Polaris for which it was designed,"
Willard Fraser, the father of the system,
said in an article on its origin.
He also described PERT as a man-
agement planning and control tool for
defining and integrating what must be
done to finish complex jobs in time to
meet a deadline.


Mrs. Frank Lerchen, whose husband is the
Panama Canal's Designing Engineer, has
been using Program Evaluation and Review
Technique unknowingly for years in her
daily duties as housewife, mother, and
hostess. Here she is putting the final
touches to a table set for a formal dinner
party-also a complex job with a deadline.


However it is described, PERT is
being used by nearly every Canal organ-
ization bureau to carry out various
projects. The name PERT crops up in
nearly every executive conference and
PERT charts appear on many office
walls.
A visitor to a management or official
planning conference who assumes a
dazed expression when he hears the
word PERT just isn't hep. PERT, he
will soon learn, is being recognized
these days as the management system
of the century and the first ever created
to incorporate uncertainty in planning
and to measure with any certainty the


Program Evaluation


and


Review Technique

current progress and the predicted prog-
ress for meeting not only R&D object-
ives, but also objectives of other types
of programs or projects.
Projects planned and carried out by
the PERT system range from the move
of the Printing Plant from Mount Hope
to La Boca, to the overhaul of a Naviga-
tion Division tug. It is being employed
now in the planning phases and will be
actually used when the time comes to
move Gorgas Hospital facilities, first
into the new hospital building in Ancon
and later, into the renovated A, B, and
O buildings.
The past year has been a probation


period for the implementation ot r ht
into the Panama Canal organizations.
However, from the results of the various
successful pilot projects, management
has been convinced that PERT is in-
deed a dynamic planning tool that can
assist managers at all levels in the
accomplishment of a particular task.
In the typical Stateside business
organization using this new system,
there always exists a hard core of dedi-
cated advocates of PERT who do the
"sales work," lay the ground rules for
their company, and set up training pro-
grams, and in general try to acquaint
both management and labor with this
planning concept. The Panama Canal
is no exception to this, as two men in
the Executive Planning Staff have done
just this sort of "pitch" work: Kerry B.
Magee and Noel C. Farnsworth. Both
men have attended PERT courses in
the States and are avid readers on the
subject of PERT. One needs to talk to
them for only a few minutes to realize
that they have a firm belief in PERT
and that it is the answer to many
managers' problems.
To accomplish this mission of intro-
ducing the basic concepts of PERT and
to give up-to-date information on this
new management technique to Panama
Canal employees, courses have been
held during this past year for all levels
of management, including supervisory,
staff and engineering personnel. The
most successful of these occurred in Oc-
tober when a PERT Institute was held
for first-line supervisors who received
the training enthusiastically. In all,
more than 400 men and women em-
ployees have received training in PERT.






Major Ocean Ports




LOnDOn

THE PORT OF LONDON is one of
the top 10 ports in the world. More than
56 million tons of cargo passed into, out
of, or through the port in 1962. This
included more than 43 million tons of
imports, over 10 million tons outward-
bound, and nearly 3 million tons on
trans-shipment.
.r- -.New quay cranes, heavy lift floating
"- ""derricks and other equipment modern-
ized or being modernized speed han-
dling of cargo for a nation which relies
heavily on raw materials and products
from other lands. Britain imports all its
oil, cotton, rubber, and sulfur, virtually
all its wool, half its food and iron ore
and large quantities of paper, tobacco,
and chemicals. There also are sizeable
imports of manufactured goods made
from these basic products.
Via "roll-on," "roll-off" vessels at the
Port of London docks, road vehicles
enter by ramps and on reaching the
continent are driven off to proceed to
their destination, literally an interna-
tional "ferry."
A number of the mobile cranes at
the docks are of special design. One
type, for example, has a long, curved
jib to permit high piling of long lengths
of lumber.
S/ Britain's merchant marine of approxi-
mately 203 million tons makes up about
eY- x 50 percent of active world shipping.
AV British shipyards have an estimated
Aerial view of the River Thames, showing the Tower Bridge and four of the five dock annual capacity of 13' million tons and
systems of the Port of London. build more than a third of the world's
new shipping.
Departure of the big P. and 0. passenger liner Himalaya
from the Tilbury Landing Stage. This floating jetty, 1,142
feet long, enables the largest ships using the port to come View of shipping in one of five main docks which comprise the West India
alongside at any state of the tide. The Himalaya has been & Millwall Docks group. Trade of these docks extends to North and South
a Panama Canal visitor several times recently on the America, East, West and South Africa, India, the Mediterranean, France,
England to Australia run. Spain, Portugal, Scandinavia, the Middle East, Far East, and Persian Gulf.





V


r9~*


Cucaracha Signal Station, 352 feet above sea level at Contractor's Hill, served for almost half
through the Canal.


THE PANAMA Canal's Cucaracha Sig-
nal Station, after almost half a century
of continuous service, has been inacti-
vated, a victim of progress. Widening
of Gaillard Cut from 300 to 500 feet has
done what slides in 1918 were unable
to accomplish, and operation of Cuca-
racha Signal Station was discontinued
last month.
The Cucaracha Signal Station, on
Contractor's Hill, consisted of a small
concrete structure with telephone, desk
and chair inside, and mast with cones
and balls on it outside. Before the
Cut widening, this signal station was
important as an aid to navigation. The
widening of Gaillard Cut makes further
operation of this station unnecessary.
In its nigh 50 years of existence,
Cucaracha Signal Station has weathered
slides, rock falls, and several moves.
For the past 3 years this station has
been situated some 352 feet above sea
level at Contractor's Hill. But for many
years the station was located south of
its present site, low and close to the
water at an elevation of some 100 feet.
The history of Panama Canal signal
stations goes back to March 5, 1913,
when Capt. Hugh Rodman, first Marine
Superintendent of the Panama Canal,
advocated six signal stations in a report


on preliminary studies of the Canal he
submitted to Colonel Goethals.
Cucaracha Signal Station, at the foot
of Contractor's Hill, went into operation
in 1914 along with its sister stations.
The buildings were white, with red
roofs, in order "to attract the eye as far


SIGNAL STATION




Veteran



"Retired"


as possible to aid navigation of ships
through the Canal." One of the signal-
man's duties, outlined in his responsi-
bilities, was "to report via telephone
when land slides occurred within his
vision and knowledge."
The 1918 slides at Gaillard Cut
resulted in Cucaracha Signal Station's
first move for, said a report,"The loca-
tion at the foot of Contractor's Hill was


a century as an aid to navigation of ships


too dangerous with rocks constantly
breaking and rolling down, endangering
the lives of men assigned there."
The temporary signal station struc-
ture was replaced in July 1923 with the
new Cucaracha Signal Station. Little
more than a year later, on November
24, 1924, this station was threatened
during a slide. A portion of the site of
old Cucaracha Village was buried and
the vicinity of the Cucaracha Signal
Station covered with mud and rocks
following torrential rains.
In May 1928 concrete structures were
recommended for all Panama Canal sig-
nal stations, "which were a source of
worry and required constant watching
and repair on account of ants."
The importance of the Cucaracha
Signal Station was recognized in 1930,
when a news report termed this one of
the vital installations along the Canal.
"From his position the signalman can
see a great distance through the cut
and it is his duty to report movements
of ships north- and southbound, and
record the time of each in his log. With-
out this station (Cucaracha) located here
there would be many accidents as the
channel is narrow and winding, and the
(See p. 15)


THE PANAMA CANAL REVIEW









Going 0 .


HYDRAULIC


ASE


[ST


Goinm .







3 .--_


. .


NOT LONG AGO, the United States
flag ship Monticello Victory, a behe-
moth with a beam of 102 feet and a
length of 736 feet, was "flooded" on
a surge of water out of Gatun Locks
and into the Canal channel leading to
Limon Bay.
It was not an emergency measure,
nor was there anything mechanically
wrong with the Monticello Victory.
The Panama Canal Marine Bureau
was making one of the first tests of
a new method of ejecting deeply laden
vessels from the lower chambers of
certain of the Panama Canal Locks.
The Monticello Victory was carrying
41,086 long tons of fuel oil from Cali-
fornia and had a draft of more than
37 feet.
The method, worked out by Capt.
1. C. Hay and Capt. R. L. Erixon, two
alert Panama Canal pilots, is proving
highly successful and has been termed
by Cov. Robert J. Fleming, Jr., as "a
major breakthrough in one of the
Canal's tough shiphandling problems."
In simple language, it involves the
admission of water into the lower locks


chamber behind a departing supership
to create a flow of water out of the
chamber. The ship floats out into the
channel on a moving river of water.
Marine Bureau authorities believe
that the system will do much to expe-
dite the handling of very large vessels
in the locks and at the same time
eliminate damage sometimes caused
when the sides of a wide-beamed cargo
carrier rub against the lock chamber
walls.
Particular difficulty had been experi-
enced in moving the larger ships out
of the last lock chamber northbound at
Gatun and moving them out of the lock
chamber southbound at Pedro Miguel.
The technique requires that the ship
be placed well forward in the chamber.
After the water in the chamber has been
spilled to the level of Miraflores Lake,
or sea level, as the case may be, the
lower gates are opened and fully
recessed. As the ship moves forward,
aided by locomotives, water is admitted
into the end of the lock chamber behind
the ship's stern through the culverts, as
when normally flooding to lift a ship
into the chamber.


With water swirling astern, the lumbering bulk carrier Nagano, filled to the brim with a
record-breaking load of 49,332 long toos of coal, moves without a wobble from Pedro
Miguel Locks. Breaking for the fourth time her own Canal cargo records, the ship was on
her way last month from Norfolk, Va., to Japan. The new hydraulic assist method of moving
big beamed customers out of certain locks chambers was used on her with decided success.
The Nagano, a 757-foot-long Liberian flag vessel, carries iron ore from Peru to Baltimore
and coal from Norfolk to Japan. She is operated by the Marine Transport Line, Inc., and
is represented at the Canal by Wilford & McKay. On her next to last trip, in November,
she brought a whopping 48,771 tong tons of iron ore northbound from Peru. Her beam of
102 feet leaves little room to spare in the Panama Canal Locks.


. .Practically Gone


W ith r.. .C I.: ,.,.. .T,.:.rn .:. : ,.cu, i ,c..I
at the L.... l.:.r li.,r I ....lr ...l, IIr, it,i'
m oves ...I ...I I[..: ,: i, .L. r, I |l,,'L '.:.'" i .
the ce .I rl...i ,t ,i : i. rl-l, l iu'tl...i:L i
speed. LJ..rirlc it, r., r,:, ,.: Ii. ,i..:.
the ch |,o .,_. i- t..:..,, .:..,cl h,,C ,1e, ,.
The sh.q. ,...c.. r, : ,h i.:.[i ,...J i.'.1 .:
not us....] 1: ii li hill th.: ..- l l, 1I-, r i
of the cr.:.

8 JANUARY 1964


T t.: ir or,:. :...I .:Ih ..r. ,Ir : the
..I.! .5 uil i ,, u r I,. i.l ] .,.,:... ..i- r,..l by
t,,: l re, t.,,l. u% i,., t.,:% Ik the
I..':':. : lt. rb.:. r i,... 1 c i p.l,..ri .. I ks

1.,l. l.r Ca.:.ir ... IrJr- ..L i'gu.ade

lit. ;r:l.: r .I." ..I .. ,..I..,.. L be. ing
J. i,' '....I rt.. r.:,. ,,- ,I ,.: ,; ,]i .:. ed .

THE PANAMA CANAL REVIEW 9


I


I t -





ISTHMUS INDUSTRY




Martinz' Enterprises


The new El Faro (The Lighthouse) apart-
ment building on Manuel Jos6 Hurtado
Street in La Cresta, built by Constructora
Martinz.


MARTIN' ENTERPRISES is a closely
interlocked industrial combine that has
evolved out of Panama's growing con-
struction needs. Started in 1919 by
Louis Martinz, the concern has ex-
panded through the years, and now
comprises Compafia L. Martinz, S.A.,
Concrete, S.A., Aserradero El Chagres,
S.A., Constructora Martinz, S.A., and
Beta, S.A.
These companies are engaged mainly
in the production of concrete and con-
crete fixtures, lumber, and heavy equip-
ment-all vital links in the construction
field.
Compania L. Martinz, S.A., managed
directly by Mr. Martinz, is engaged in
the rental of heavy equipment, and,
mainly, in land developing, such as the
Las Cumbres real estate development,
a mid-way residence point between
Colon and Panama. Las Cumbres is a
tract consisting of more than 2,700
acres, with all modern living con-


veniences, besides a 1 square kilometer
artificial lake, recently added.
Concrete, S.A. has three plants pro-
ducing trans-mix concrete, concrete
pipes, pre-cast concrete, and pre-
stressed members. Manager of this
company is engineer Robert Zauner.
Aserradero El Chagres, S.A., on the
Trans-Isthmian Highway, the lumber
division of the combine, sells the only
lumber in Panama treated against ter-
mites and other wood boring insects.
The process is done in special cylinders
where the air is extracted from the
lumber, which is then impregnated
with special chemicals. Managing Ase-
rradero El Chagres, S.A. is Fernando
Manfredo, Jr.
Constructora Martinz, S.A. is in the
actual construction business, has re-
cently built the El Faro Building in
La Cresta and the Chase Manhattan
Bank building. Beta, S.A. which deals
in building real estate, owns the


Aerial view of the recently completed Las Cumbres Lake, around which an attractive residential development is growing.


10 JANUARY 1964





Chase Manhattan Bank building in $1- -
front of the Panama Hilton, and other WNW
commercial buildings. 1
In Panama, Martinz' Enterprises has i "-
been a pioneer in good relations ..
between workers and business. A club
was formed by Empresas M artinz many
years ago for the benefit of the workers
and their families. The club members .
are the workers, its board of directors
consists of two employees from each of .. ....
the five companies, elected by their .
fellow members. The clubhouse has
been totally remodeled, with Empresas A-
Martinz footing the bill. There was a ~
big reopening ceremony in October.
The plans for the club renovation were -
the direct result of discussions between ".
employees and the enterprise. It has a "
large meeting and assembly hall, an
indoor sports room, a barber shop,
library, and dining room. One of the
library, and dining room. One of the Wood load about to enter the impregnating cylinders for processing of treated wood at
activities of the Club Unido de Empre- the Aserradero El Cbagres plant.
sas Martinz (CUEM) is the savings
cooperative, for which the enterprise
gives 6 percent interest, 3 percent more a
than the usual bank rates, in an effort
to teach the advantages of saving to
the workers. The softball league is one
of the most popular of club activities,
of five teams, each one represents one US
of the companies. The purpose of this *
league, besides the beneficial effects
derived of active participation in sports,
is to encourage friendship and unity
among the workers.
"We're really like a family," says -
Louis Martinz, Jr. "The employees are
almost totally the original ones hired
to fill the job when the different
companies started."
Originator of this enterprise, Louis
Martin, a Panamanian citizen, was
originally from Carinthia, Austria. He
studied masonry as a young man, later
obtaining his degree as an engineer. ----"
He arrived in Panama to establish him-
self definitely in 1914 and has been in Jorge Ledezma, president of the Workers'
industry here ever since. Club, Louis Martinz, Jr., public relations
officer, and Manuel Vejas, Compaiiia Mar-
tinz officer, looking over reconstruction
work on the Martinz Employees Club.







',I




Louis Martinz as he delivered a year-end
.. bonus check to one of Concreto, S.A.'s
I* I employees.







CANAL HISTORY=


50 Year. c4go
AN END to the giant project of con-
structing the Panama Canal was in
sight. Steps were being taken toward
consolidation of the remaining work,
permanent townsites were being built,
and in Washington, D.C., President
Woodrow Wilson signed an Executive
Order which would abolish the Isthmian
Canal Commission in April 1914 and
authorize the President to complete,
operate and govern the Canal through a
governor to be appointed by the Presi-
dent with the advice and consent of
the Senate.
The first self-propelled vessel com-
pleted a passage through the Canal
from ocean to ocean on January 7. It
was the crane boat Alex LaValley which
had come to the Cut from the Atlantic
entrance. The boat passed through
Pedro Miguel locks at 9:30 a.m. and
Miraflores locks at 10:15 a.m., arriving
in the Pacific channel at 11:05. She
carried only the regular crew.
The first towing locomotive of the
order for 40 placed with the General
Electric Company arrived January 27
from New York aboard the SS Cristobal
It had been carried to the Isthmus on
the deck of the Cristobal in a special
cradle lashed to the No. 4 hold.
The Panama Canal Record of Jan-
uary 14 carried in full the rules for the
measurement of vessels using the Pan-
ama Canal.

25 year c4go
AS WORLD WAR II drew closer in
Europe, the U.S. War Department in
Washington came out in favor of con-
struction of a third set of locks for the
Panama Canal. Secretary of War Harry
W. Woodring said that the new locks
would probably cost about $200 million
and would be used exclusively by the
U.S. Navy.
Included in President Roosevelt's
emergency defense program was $27
million to be used for improvement of
the defenses of the Canal. President
Rooscvclt told newsmen that the United
States should assist Panama in concret-
ing the national highway and that he
was in favor of better highways for
Panama principally in the interests of
defense of the Canal.
Cov. C. S. Ridley of the Canal Zone
stressed in the annual report the need
for improvement and enlargement of
the Canal to increase its capacity and
the close relation of this project with
defense.


The Panama Canal operated on a
24-hour schedule in order to accomo-
date the U.S. fleet which arrived at
Balboa from California. Composed of
140 surface vessels and submarines
including 2 aircraft carriers, the fleet
was on its way to the Caribbean for
battle maneuvers which were to empha-
size the impregnability of the Navy's
defense of the Panama Canal against
any invader.

to year c4go
WORK ON rebuilding of the Balboa
Flats area begun as Maintenance Divi-
sion forces moved into the area for
extensive grading and the relocation of
a section of Morgan Avenue. The $11/
million quarters reconstruction program
in Balboa Flats was one of the largest
single project in the fiscal year's housing
plans.
The Booz, Allen, and Hamilton
report on extra compensation paid
workers in the Canal Zone was pub-
lished. It made a number of recommen-
dations, several of which were later
adopted.
Hospitalization insurance was made
available to employees of the Canal
organization with payroll deduction
service for payment of premiums.


EMPLOYEES who retired in Novem-
ber, with their positions at time of
retirement and years of Canal service:
Manuel Aguilar, Boatman, Locks Division
(Atlantic Side); 36 years, 2 months,
8 days.
Martin Amador, Guard, Terminals Divi-
sion (Atlantic Side); 21 years, 6 months,
21 days.
Vincent Biava, Chief Foreman Machinist
(Marine), Dredging Division; 23 years,
9 months. 14 days.
Russell T. Billion, Police Sergeant, Police
Division (Atlantic Side); 16 years, 11
months, 6 days.
Augustus 0. Blandford, Stevedore, Ter-
minals Division (Atlantic Side); 23 years,
6 months, 26 days.
Jose P. Brown, Helper Lock Operator,
Locks Division (Atlantic Side); 42 years,
12 months, 20 days.
Pedro R. Coco, Linehandler, Locks Divi-
sion (Pacific Side); 22 years, 10 months,
5 days.
Philip L. Dade, Program Manager, Civil
Defense (Pacific Side); 26 years, 2
months, 11 days.
Ratan Dalap, Stevedore, Terminals Divi-
sion (Atlantic Side); 33 years, 22 months.
James A. Dorsey, Lead Foreman, Railroad
Division (Atlantic Side); 27 years, 6
months, 26 days.


In Washington, D.C., the House of
Representatives approved a resolution
providing for increased cash relief pay-
ments for retired non-U.S. citizen
employees. The bill increased the maxi-
mum payments to retired employees
from $25 to $45 a month.

One Year 4 o
THE END of the 32-day dock strike
at east and gulf coast ports caused a
2-week delay in the second phase of the
periodic overhaul of Miraflores Locks.
Since the second phase would leave
Miraflores on one-lane service, it was
decided to wait until the surge of
shipping expected here following the
strike had been cleared before overhaul
continued.
The 22,000-ton nuclear-powered ship
Savannah arrived at the Canal from the
west coast and was docked at Balboa.
Visitors were allowed on board during
the 3-day stay in port. This was the sec-
ond visit of the Savannah to the Canal.
The Panama Canal Division of the
National Maritime Union of America
was extended official recognition by
the Panama Canal in accordance with
the executive order providing for
employee-management cooperation in
the Federal service.


Natalio Espinosa, Leader Stevedore, Ter-
minals Division (Pacific Side); 21 years,
1 month, 12 days.
Daniel Gardinier, Stevedore, Terminals
Division (Atlantic Side); 22 years, 3
months, 20 days.
Charles W. Harrison, Test Operator-Fore-
man (Mechanical), Electrical Division,
(Pacific Side); 33 years, 24 days.
Roy T. High, Supervisory Pharmacist,
Gorgas Hospital; 23 years, 9 days.
Alonzo Knight, Painter, Maintenance Divi-
sion (Atlantic Side); 39 years, 1 day.
Hip6lito Linarez, Linehandler, Locks Divi-
sion (Pacific Side); 22 years, 2 months,
20 days.
Bently B. Murphy, Laborer (Heavy), Ter-
minals Division (Atlantic Side); 30 years,
6 days.
Pedro J. Ruiz, Guard, Terminals Division
(Atlantic Side); 33 years, 1 month,
20 days.
Reginald Small, Launch Operator, Naviga-
tion Division (Atlantic Side); 19 years,
9 months, 12 days.
Santiago Villareal, Helper Lock Operator,
Locks Division (Pacific Side); 24 years,
10 months, 24 days.
Douglas White, Messenger (Motor Vehicle),
Terminals Division (Pacific Side); 35
years, 17 months, 18 days.


JANUARY 1964


RETIREMENTS







ANNIVERSARIES

(On the basis of total Federal Service)


ADMINISTRATIVE DIVISION
Charles K. Cross
Supervisory Administrative
Assist General
James rds



SUPPLY C UN
S B
William F. A. Ifill
Stockman


COMPTROLLERS OFFI
Robert K. Hanna
Accountant

MARINE BUREAU
Garfield L. Alleyne
Helper Lock Operator
Edgar F. Bascombe
Clerk
John Gillard
Leader Maintenanceman
(Rope and Wire Cable)
Ubaldino Mudarra
Lineliandler (Deckhand)
Glynn L. Terrell
Towing Locomotive Oper:


CE


ENGINEERING AND
CONSTRUCTION BUREAU


TRANSPORTATION AND
TERMINALS BUREAU


Alejandro Navarro Lewis Callender
Laborer (Heavy) Truck Driver
SPearl
Civi engineer ene CIVIL AFFAIRS BUREAU
D ie Vilson Grady B. Hardison
Oie (Float g ant) Police Private

SUP L AN COMMUNITY I HEALTH BUREAU
E VIC REAU / Alexander Egudin
al Bruce V Supervisory Pharmacist
tant Commi Gustave Rawlins
Store Manager Leader Exterminator
Benito Ortiz Beatrice H. Simonis
ator Laborer (Heavy) Director of Nursing


NEW ORLEANS OFFICE
Mary W. Raymond
Secretary (Stenography)

PERSONNEL BUREAU
Kathyleen R. Miller
Supervisory Personnel
Technician

SUPPLY AND COMMUNITY
SERVICE BUREAU
Jose D. Altamar B.
Garbage Collector
Francisco E. Avila M.
Utility Worker
Julio C. Castillo
Cook
O. A. de Alvarado
Accounting Assistant
Aquilino de la Cruz
Grounds Maintenance
Equipment Operator
CAndido de los Rios
Laborer
Enos Clifford Dean
Field Tractor Operator
Jeanne A. Ewars
Counterwoman
Winston E. Grant
Motion Picture Projectionist
(35 mm)
Ethel L. Hanssell
Sales Checker
Silvia I. Hinds
Snack Bar Operator
Harold N. Lewis S.
Guard
Luis Mahoney
Painter
Martin Mendoza hM.
Utility Worker
Pascual Orozco
Grounds Maintenance
Equipment Operator
(Small)

THE PANAMA CANAL REVIEW


Alejandro J. Perez P.
Counterman
Theodora A. Powers
Presser (Flatwork)
Geniva G. Ross
Sales Clerk
Jos6 H. Valdes
Laborer (Cleaner)
Alberto Valencia
Garbage Collector
Easu E. Young
Leader Scrap Material
Sorter

MARINE BUREAU
Alberto Alvarado
Asphalt or Cement Worker
Carl E. Barker
Leader Sea n
Clifford O. BI e
Painter
Oliver H. Brathwaite
Helper Lock Ope or
Orlis J. Bush
Leader Sea
Pablo Fil6s
Linehand r (Deckhand)
Eustaquio Ga van
Asphalt or Cement Worker
Pedro Garay
Boatman
William A. Gibbons
Launch Operator
Wenceslao G6mez
Linehandler
Isac N. Gordon
Helper Lock Operator
Donald J. Grimm
Lock Operator (Electrician)
Ram6n E. Guevara D.
Linehandler (Deckhand)
Fitz H. Harding
Linehandler (Deckhand)
Aston E. Heron
Seaman
Arnold WV. Jackson
Control House Operator


Virgilio Pinz6n
Helper Lock Operator
Conrado E. Pimienta
Cement Finisher (Limited)
Eduardo Valdez
Carpenter
Glanville L. Wilson
Leader Maintenanceman
(Rope and Wire Cable)
Jos6 M. Yangiiez
Helper (General)

ENGINEERING AND
CONSTRUCTION BUREAU
Juan Aguilar
Laborer (Heavy)
Regina T. Banister
Cart a hic Draftsman
ivi .
up th ite
elper Ele ici
i(Power Pla t)
is. Fields
Leader Maint a eman
(Distributi S stems)
A ham He an z
Su Ai
N ard
Safety Officer
Miguel A. Moreno Ai.
Seaman
Jose Murillo
Mlaintenanceman
(Distribution Systems)
Charles L. NMussa
Seaman
Jose O. Velasquez
Leader Seaman

TRANSPORTATION AND
TERMINALS BUREAU
Theodore A. Anderson
Chauffeur
Jesis Bonilla A.
Stevedore
John C. Brown
Heavy Duty Equipment
Body Rebuilder


Phillip A. Gill
Truck Driver (Heavy)
Fredrick A. Lawrence
Truck Driver
Louis Robinson
Linehandler
Ruth C. Sawyer
Clerical Assistant
(Stenography)

CIVIL AFFAIRS BUREAU
Mical Johnson
Grounds Keeper
(Sports)
Joseph T. Kozlowski
Custodian, Postal and
Philatelic Stock
A. G. Webster
Elementary Teacher, Latin
American Schools

HEALTH BUREAU
Clyde E. Alleyne
Laborer (Heavy-Pest
Control)
Martin Barrios D.
Pharmacy Assistant
Juan Carvajal
Laborer (Heavy-Pest
Control)
M. P. de los Rios
Laborer (Heavy-Pest
Control)
Bartolo Gonzlez
Food Service Worker
Eugenio Hernandez
Hospital Attendant
Helen F. Hoverson
Chief Dietician
Albert L. Phillips
Launch Operator (Small)
Deighton G. Standard
Laborer (Heavy-Pest
Control)
Ku P. Wing
Cook


I







PROMOTIONS AND TRANSFERS


EMPLOYEES promoted or transferred
between November 5 and December 5
(within-grade promotions and job re-
classifications are not listed):
ADMINISTRATIVE SERVICES
DIVISION
Cleveland C. Soper III, Photographic Lab-
oratory Technician (Still) to Photo-
graphic Laboratory Technician (Still)
(Chief, Reproduction Branch).
George G. Graffman, Passenger Rate Assist-
ant to Inspector (Household Goods
Shipment).
CIVIL AFFAIRS BUREAU
Robin A. Boardman, Clerk-Stenographer,
Office of the Director, to Secretary
(Stenography).
Michael Zombory, Administrative Services
Assistant, License Section, to Super-
visory Realty Specialist (Chief, License
Section), License Section, Land License.
Division of Schools
Emma L. Mason, Substitute Teacher, U.S.
Schools, to Teacher (Senior High-U.S.
Schools).
Judith L. Turney, Substitute Teacher to
Teacher (Elementary-U.S Schools).
David A. Stanley, Leader Laborer (Cleaner)
to Lead Foreman Laborer (Cleaner).
ENGINEERING AND CONSTRUCTION
BUREAU
Raymond N. Shaw, Civil Engineer (Gen-
eral) to Supervisory Civil Engineering
Division.
Electrical Division
Hugh M. Thomas, Jr., Shift Engineer
(Mechanical) to Test Operator-Foreman
(Mechanical-Power System).
Cosme Morales, Helper Cable Splicer to
Maintenanceman (Distribution Systems).
Dredging Division
Frederick L. Walton, Jr., Engineer, Dipper
Dredge, to Chief Engineer, Towboat.
Jorge E. Aguas, Lock Operator (Machinist),
Locks Division, to Machinist (Marine).
Claude C. Jesse, Linehandlcr, Locks Divi-
sion, to Seaman.
Maintenance Division
Seldon E. Shamho, Maintenanceman to
Carpenter.
Pedro GClvcz, Laborer (Cleaner), Supply
Division Retail Store Branch, to Laborer
(Heavy).
IEALTII BUREAU
Elmira J. Walton, Staff Nurse to Staff
Nurse (Leprosy), Palo Seco Leprosarium.
Gorgas hospital
Rose N. Cohcn, Mary M. Mills, Staff
Nurse to Staff Nurse (Medicine and
Surgery).
Linda L. Frccland, Staff Nurse to Staff
Nurse (Obstetrics).
Division of Sanitation
Justo M. Ayarza, Fermin Bosquez, Rail-
road Trackman, Hailroad Division, to
Laborer (Heavy-Pest Control).


MARINE BUREAU
Navigation Division
August J. C. Egle, Pilot, Probationary, to
Pilot.
Earl A. Sayre, Joseph H. Thomas, Pilot-in-
Training to Pilot, Probationary.
Fred J. Ryan, Shipwright, Industrial Divi-
sion, to Lead Foreman (Harbor).
Calvin E. Bourne, Maintenanceman to
Carpenter.
Industrial Division
Victor M. Bricefio, Boilermaker to Lay-Out
(Boilermaker).
Conrado V. Brown, Maintenanceman
(Boats) to Carpenter (Marine).
Marcus E. Hart, Helper (General) to Gaso-
line Engine Mechanic (Maintenance).
Locks Division
Angelo Stefani, Linehandler to Time-
keeper.
Richard D. Brown, Joseph Burke, Truck
Driver to Truck Driver (Heavy).
OFFICE OF THE COMPTROLLER
Edwin C. Mcllvaine, Accounting Assistant,
Supply Division, Office of General Man-
ager, to Accountant, Accounting Divi-
sion.
Dona T. Craig, Clerk-Typist, Motor Trans-
portation Division, to Clerk-Typist,
Accounting Division.
SUPPLY AND COMMUNITY
SERVICE BUREAU
Alberto L. Brown, Clerk, Electrical Divi-
sion, to Timekeeper, Community Serv-
ices Division.
Supply Division
Ucaston A. Barclay, Leader (Dairy Utility)
to Leader Maintenanceman.
Eliott F. Brathwaite, Painter (Sign), Main-
tenance Division, to Sales Clerk.
Nemesio D. Dixon, Linehandler, Locks
Division, to Warehouseman.
Dorril D. Dorman, Laborer (Cold Storage)
to Laborer (Heavy-Cold Storage).


Sabino John, Laundry Worker (Heavy) to
Extractor and Tumblerman.
Maria M. Lewis, Meat Wrapper to Grocery
Attendant.
Estela Mitchell, Assistant Baker to Baker.
Romelio O'Neill, Helper (General) to Tool-
room Attendant.
TRANSPORTATION AND TERMINALS
BUREAU
Terminals Division
Granville C. Lewis, Timekeeper to Super-
visory Timekeeper.
Rudolph A Brissett, Frank S. Johnson,
Stevedore to Winchman.
Justo J. Earlington, Manuel R. Echeverria,
Abraham Espino, Guillermo Estrada, Jr.,
Lucas Flores, Domingo Grant, Cyril M.
Harper, Manuel B. Herrera, Jose D.
Martinez, Jos6 M. Maza, Francisco
P6rez, Dock Worker to Stevedore.
John J. Christopher, Linehandler, Locks
Division, to Dock Worker.

Motor Transportation Division
William T. Hampton, Leader Automotive
Machinist to Lead Foreman (Automotive
Equipment Repair).
Kenneth A. Thompson, Leader Automotive
Machinist, to Lead Foreman Automo-
tive Mechanic.
Aurelio Perez, Truck Driver to Guard.
Domingo J. Bonilla, Woodworth R. Drau-
ghon, Albert E. Hatch, Jr., Truck Driver
to Truck Driver (Heavy).
Arthur J. Edwards, Helper Automotive
Machinist to Materials Handling Equip-
ment Repairman (Maintenance).
Agustin Diaz, Sylvester E. Lessey, Helper
(General) to Materials Handling Equip-
ment Repairman (Maintenance).
OTHER PROMOTIONS which did not
involve changes of title:
Luther B. Sartain, Jr., Supervisory General
Engineer (Chief, Electrical-Mechanical
Branch), Engineering Division.
Macon W. Foscue, Supervisory Electrical
Engineer (General), Engineering Divi-
sion.
John R. Hammond, Jr., Supervisory Me-
chanical Engineer (General), Engineer-
ing Division.
Donald W. Date, Willard E. Gwilliam,
Edmund R. MacVittie, Architect, Engi-
neering Division.
Jimmy R. Givens, Budget Analyst, Gorgas
Hospital.
Maxine A. Cawl, Arden L. Swisher, Super-
visory Timekeeper, Navigation Division.
Malcolm J. Stone, Admeasurer, Navigation
Division.
Kira V. Yepes, Clerk-Typist, Coco Solo
Hospital.


JANUARY 1964






READERS OF THE PANAMA CANAL
REV1EW who would like to have
friends or relatives receive the
REVIEW are urged to subscribe for
the additional copies by mailing $1
to "THE PANAMA CANAL REVIEW,
Box M, Balboa Heights, C.Z." The
subscriptions are handled by the
Communications and Records Sec-
tion in the basement of the Adminis-
tration Building at Balboa Heights.
Mail subscriptions arc sent directly
from the La Boca Printing Plant to
the addressee, thus avoiding addi-
tional expense and bother for those
sending them, many of whom have
in the past handled the mailing
themselves. The airmail subscription
rate is $4.35 a year.



Veteran "Retired"
(Continued from p. 7)

ships cannot see each other in time to
avoid collisions. The station, by use of
balls and cones, advises the pilots where
ships will meet as well as the number
to be met," the report explained.
The signals used in dispatching boats
through the Canal are found nowhere
else in the world, the report said, and
only the workmen and pilots who come
under the port captain's office need
know their meaning.
Three years later, in 1933, the signal
system used at the Panama Canal signal
stations was described in an official
report as the most archaic feature of the
Canal and a more modernized system
was proposed.
In 1941 came Pearl Harbor and black-
outs, and special instructions for the
Panama Canal signal stations. No lights,
other than signal lights ordered by the
dispatcher, were permitted. Obstruc-
tion, residence, and all other lights had
to be off, and as soon as the signal
lights served their purpose, these, too,
were turned off.
Abandonment of the Cucaracha Sig-
nal Station was proposed about 10 years
ago. The Cut widening made the pro-
posal a reality, and on December 7,
1963, the Cucaracha Signal Station
building was abandoned.
The only signal stations now in oper-
ation on the Canal are the La Pita and
Gamboa stations, Flamenco station at
the entrance to the harbor on the
Pacific side, and a station atop pier 6
at Cristobal.


Schedule of Cristobal for 1964


Leave
New Orleans
4 p.m.

Mon. Jan. 13
Leave
New Orleans
1 p.m.
Tues. Jan. 28
Wed. Feb. 12
Tues. Feb. 25
Tues. Mar. 10
Tues. Mar. 31
Tues. Apr. 14
Leave
New Orleans
4 p.m.


Tues.
Sat.
Wed.
Mon.
Sat.
Thurs.
Tues.
*Sat.
*Wed.
*Sun.
*Sat.
*Wed.
*Sun.
Wed.
Wed.
Tues.
Tues.
Tues.
Tues.
Tues.


Apr. 28
May 9
May 20
June 1
June 13
June 25
July 7
July 18
July 29
Aug. 9
Aug. 22
Sept. 2
Sept. 13
Sept. 30
Oct. 14
Oct. 27
Nov. 10
Nov. 24
Dec. 8
Dec. 29


Arrive
Cristobal
7 a.m.
Sat. Jan.
Fri. Jan.
Arrive
Cristobal
7 a.m.
Sat. Feb.
Sun. Feb.
Sat. Feb.
Sat. Mar.
Sat. Apr.
Sat. Apr.
Arrive
Cristobal
7 a.m.
Sat. May
Wed. May
Sun. May
Fri. June
Wed. June
Mon. June
Sat. July
Wed. July
Sun. Aug.
Thurs. Aug.
Wed. Aug.
Sun. Sept.
Thurs. Sept.
Sun. Oct.
Sun. Oct.
Sat. Oct.
Sat. Nov.
Sat. Nov.
Sat. Dec.


Leave
Cristobal
3 p.m.
Sun. Jan. 5
Sun. Jan. 19
Leave
Cristobal
3 p.m.
Sun. Feb. 2
Mon. Feb. 17
Sun. Mar. 1
Sun. Mar. 15
Sun. Apr. 5
Sun. Apr. 19
Leave
Cristobal
3 p.m.
Sun. May 3
*Thurs. May 14
*Mon. May 25
*Sat. June 6
*Thurs. June 18
*Wed. July 1
*Sun. July 12
Thurs. July 23
Mon. Aug. 3
Sun. Aug. 16
Thurs. Aug. 27
Mon. Sept. 7
Fri. Sept. 18
Mon. Oct. 5
Mon. Oct. 19
Sun. Nov. 1
Sun. Nov. 15
Sun. Nov. 29
Sun. Dec. 13


Arrive
New Orleans
8 a.m.
Thurs. Jan. 9
Thurs. Jan. 23
Arrive
New Orleans
8a.m.
Thurs. Feb. 6
Fri. Feb. 21
Thurs. Mar. 5
Thurs. Mar. 19
Thurs. Apr. 9
Thurs. Apr. 23
Arrive
New Orleans
8 a.m.
Thurs. May 7
Mon. May 18
Fri. May 29
Wed June 10
Mon. June 22
Sun. July 5
Thurs. July 16
Mon. July 27
Fri. Aug. 7
Thurs. Aug. 20
Mon. Aug. 31
Fri. Sept. 11
Tues. Sept. 22
Fri. Oct. 9
Fri. Oct. 23
Thurs. Nov. 5
Thurs. Nov. 19
Thurs. Dec. 3
Thurs. Dec. 17


Preference for passage on these trips will be given to teachers and the employees with
children of school age traveling with them.




ACCIDENTS

FOR

THIS MONTH QUIET

AND FIRST AID HOSPITAL| t. I
ZONE
THIS YEAR
DAYS
NOVEMBER CASES CASES ABSENT
'63 '62 '63 '62 '63 '62
ALL UNITS 202 246 14 16 374 499
YEAR TO DATE 2603(36) 2697 181(9) 119 22497(998)9015
() Locks Overhaul injuries Included In total.


THE PANAMA CANAL REVIEW









PPI


New French Freighter
AN ADDITION to the Black Diamond
Steamship Co. round-the-world cargo
ship service arrived at the Canal during
December from New York and sailed
for the Far East. She was the French-
flag Capraia, built in the yards of Chan-
tiers Navale de la Ciotat, France, in
1963 for the Compagnie Maritime des
Chargers Reunis. The 18.5-knot cargo
liner has cargo and refrigerated space,
heavy lift derricks and air-conditioned
accommodations for 12 passengers. She
is the first of three new vessels being
built for the Far East trade and will be
followed within a few months by the
MV Cypria. These ships were built as
replacements for three older vessels
now being operated by the Black
Diamond Co. on a round-the-world
service, according to Norton Lilly,
agents here for the line.

Record-Breaker Due
IT WILL BE "Operation Shoe Horn"
for the Panama Canal this month when
the giant San Juan Prospector, a super
tanker-ore carrier, arrives from Trinidad
for transit. One of the largest vessels
ever to transit the Canal, the San Juan
Prospector is 835 feet long and 106.4
feet in beam.
This makes her longer than any other
commercial cargo ship to transit except
the Orion Hunter, and wider than any
in this class except the Sinclair Petro-
lore. Her summer deadweight is a


TRANSITS BY OCEANGOING
VESSELS IN NOVEMBER


Commercial ..............
U.S. Government .........
Free....................
Total..............
TOLLS*
Commercial.... $4,883,995
U.S. Government. 81,964
Total.... $4,965,959
CARGO**
Commercial ... 5,398,696
U.S. Government. 56,540
Free .......... 9,530
Total.... 5,464,766


1963 1962
946 924
24 38
5 7
975 969

$4,685,585
213,824
$4,899,409

5,177,407
110,207
51,027
5,388,641


Includes tolls on all vessels, oceangoing and
small.
-oCargo figures are in long tons.


record-breaking 71,308 tons and her
estimated Panama Canal net tonnage
about 37,800 tons-higher than any
other commercial customer in the past,
including the famous old Bremen.
The tanker-ore carrier has an inter-
national background. She was built at
the Mitsui Shipbuilding and Engineer-
ing Yards in Japan in 1962, sails under
a Liberian flag, and is owned by San
Juan Carriers. According to her agents,
Boyd Bros., she is due to arrive in
Cristobal January 21 from Trinidad and
will go through the Canal immediately
on her way to Peru to load a cargo of
iron ore for Japan.


The Canal bade farewell to a regular customer last month. Capt. Ernest B. Rainier, right,
acting chief of the Navigation Division, presents Capt. Carlo Kirn, master of the Amerigo
Vespucci, a Panama Canal transit certificate honoring the final transit of his ship through
the Canal. At left is Capt. Allesandro Zerega, manager of the Italian Line in Cristobal.
The Amerign Vespucci was the last of three Italian Liners to be removed from the European-
west coast of South America run and replaced by new passenger vessels.


Former Yachts
SOME of the ships using the Panama
Canal have what might be called
checkered careers. None could be more
checkered or full of past glory than the
185-foot Mizpah, which is now owned
by the Merren Shipping Co., is regis-
tered in Honduras, and makes regular
trips through the Canal with bananas.
Although she is now reduced to cargo
class vessel, the Mizpah was built in
1926 by the Newport News Shipbuild-
ing and Dry Dock Co. as a luxury yacht.
Originally named the Savarona, the
yacht was constructed at a cost of
nearly $300,000 for Richard M. Cad-
walader, whose wife was the grand-
daughter of the builder of the Brooklyn
Bridge. The Savarona had a Sperry
gyroscope aboard, an unusual device
for a ship of this type. She later passed
into the hands of James Elverson, owner
of the Philadelphia Enquirer, who
renamed her Mizpah.
According to a brief history printed
in a recent issue of the "Shipyard Bul-
letin," the ship was purchased in 1929
by E. F. McDonald, Jr., president of
the Zenith Radio Corp., and 13 years
later passed into the hands of the U.S.
Navy, commissioned as a patrol yacht,
converted for wartime duty and oper-
ated in the Eastern Sea Frontier. She
completed 21 escort missions between
New York and Key West from 1942 to
1944 carrying the escort commander's
flag during the last 4 voyages.
In 1944 the yacht was assigned to
the Atlantic Fleet Amphibious Training
Base at Little Creek, Virginia. She was
used primarily for navigation instruc-
tion purposes and spent much of her
time in Chesapeake Bay. Before her
war career was over, the Mlizpah served
as flagship, commander destroyers, U.S.
Atlantic Fleet. When the war ended,
the vessel was decommissioned and in
1947 passed under Honduran registry.
Some other former yachts now
making regular transits through the
Canal on the banana carrying trade
include the Crystal, built as the Vida in
Wilmington, Calif., in 1930 and the
Vanda, built in 1928 in Bath, Maine,
as the San Bernardino. The Vanda,
undergoing overhaul in Jacksonville,
Fla., received a certificate in 1958 for
making the most transits during the
fiscal )ear. She came in second in 1960.

16 JANUARY 1964


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UNIVERSITY OF FLORIDA LIBRARIES

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Digitized by the Internet Archive in 2010 with funding from University of Florida, George A. Smathers Libraries http://www.archive.org/details/panamacanalrevie146pana

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P ANAMA f^M CANA L m ^^ .f^^-" ^ '-^' IN THIS ISSUE Cut Widening Scenes Signal Station Retired Plannji N^jf^ofclsiia^'ffeOlaique
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Robert J. Fleming, Jr., Governor-President David S. Parker, Lieutenant Governor Frank A. Baldwin Panama Canal Information Officer Official Panama Canal Publication Published monthly at Balboa Heights, C.Z. Printed at the Printing Plant, La Boca, C.Z. Distributed free of charge to all Panama Canal Employees. Robert D. Kerr, Press Officer Publications Editors Robert D. Kerr and Julio E. Briceno Editorial Assistants EinJicE Richard, Tobi Bittel, and TOMAS A. CUPAS Where Is It? And When? 0\ OUR COVER: Progress of work on the widening of the Canal on the final reaches througli Gaillard Cut from 300 to 500 feet is visible in the "skinned earth" area along tlie west bank, at right as you look at tiie picture. The aerial photo was taken from a point almost directly over Camboa Bridge. The line indicates approximately futtire width of the Canal after removal of about 11,200.000 cubic yards of rocky material from the west bank. Work began last January on the tliird, final, and largest phase of the $44 million program for widening of the cut, a program started in 1959. Tlie current contract work is being done primarily by 44-cubic-yard scraper units, nearly twice the size of any power scrapers ever used before on any Canal Zone projects. HOW FAMILIAR are you with the history of the Panama Canal? How closely do you inspect your surroundings? And how well does the geography of the Isthmus register on your memory? The picture at left was printed from a negative in official files of old glass negatives. Can you guess what the scene is, and about what date? If so, drop a note to the editor of The Review, along with the reason you think )Our guess is correct on place and appro.ximate date. We'll let you know in a later issue, along with an explanation of how it's possible, by close inspection of the picture, to establish place and time. Yes, that's a French rail car, and for the benefit of rail buffs to whom it would mean something, it has a link and pin coupler, not an automatic coupler. The sand along the tracks and the barrels under shelter at right aren't useful as clues. Don't waste time on them. The hills in the distance could be clues. That's not a signal in right background, it's a pole with insulators. .\nv ideas as to where the scene is, and when? If so, pitch in. There'll be no "winner," but it could be fun. Other old pictures will be published periodically for similar guessing games. Index Cut Widening Views 3 Planning, Control Tool 4 Major Ocean Ports 6 Signal Station "Retired" 7 New Lockage Technique 8 Isthmus Industry 10 Canal History, Retirements 12 Anniversaries 13 Promotions and Transfers 14 Cristobal Schedule 15 Shipping 16 2 January 1964

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A view of part of the Cut widening project not visible from the Canal or from Camboa Road along the east bank. It's spoil bank No. 1, sloped toward the Mandinga River parallel to the course of the river, and away from the Canal channel, for earth stability and to minimize the amount of bank wash that will get back into the river and eventually into the Canal. This reduces the amount of dredging necessary to keep the channel clear. Bird's Eye View Of Canal Widening Work APPROXIMATELY 3,200,000 cubic yards of material have been removed from Gaillard Cut under current contract work in Las Cascadas-Bas Obispo Reaches for widening of the Canal from 300 to 500 feet. Removal of the remaining estimated 1,800,000 cubic yards under the Zone I (above elevation 95) contract should be completed bv the end of April, 6 months ahead of scheduled completion date. The contract, with Moretti-Harrison, Inc., of Miami, Fla., covers removal and disposal of the non-rockv overburden earthv material. It is based on removal of 4V2 million cubic yards, with option for the Panama Canal of having an additional 675,000 yards removed at the The Panama Canal Review 3 same unit price of 44.8 cents per yard. Upon completion of this contract, the work remaining in the Canal widening project will be removal of approximatelv 11,200,000 cubic yards of rocky material from the 3-mile long north end of Gaillard Cut making up Las Cascadas-Bas Obispo Reaches. It is anticipated that most of this material will be taken to the site of the proposed Trinidad Dam and used in construction of the dam. Completion of this final phase of the widening project is contingent upon budgetary considerations, but its actual completion probabl\' could be achieved in about 3 \'ears of intensified effort. Canal engineering officials believe. Jutting out from the west bank of the Canal near Camboa is Mandinga flare, which is being cut back to approximately the line shown, for improved visibility for pilots, although the work is not necessary for adequate channel width. This work is being done by the Dredging Division because the flare is isolated from the contract work area by the Mandinga River, and making it a separate project simplified the contract job.

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TTJT !'• S I 1 MMA.%7,r flcc n^i^CHThe fine points of a PERT chart are explained by Kerry B. Magee of the Executive Planning Staff. Magee trained more than 400 Panama Canal employees in the use of the new management control tool. This chart was part of a larger one used to organize the move of the Panama Canal Printing Plant from Mount Hope to La Boca— a complex job with a deadline. A\ A CANAL Zone housewife who makes plans for a formal dinner party for 20 guests will carry out in her mind, whether she knows it or not, a type of project planning which her engineer or manager husband would call PERT, and which more and more Panama Canal management, staff, engineer, and supervisor\' personnel are using every day in their respective jobs. The housewife certainh' has a project when she must invite guests, plan an elaborate dinner to feed 20 hungry people, and line up extra help. She undoubtedh' figures out a way that the program actualh' will be accomplished rather tlian a way in which it might be accompulished, whith is one of the first steps in the use ri^PERT. She lists the major activities'^ be completed "' <" < i'"and the food assembled and the time necessary to comn^ acti\it\'. In her mind she willVTetermine the expected time to make each dish, clean the house and invite the guests bv combining optimistic time, the most likeK time, and pessimistic time. And she will consider the servants and the weather. This may be an over-simplified example of a new management planning and January 1964

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control tool which is being used by business and Government organizations in the United States, and is now being employed more and more by the Canal organization. The letters P-E-R-T stand for Program Evaluation and Review Technique, or as it has been explained by the original advocates, a new technique for planning any project that involves a number of different tasks that must be coordinated. PERT was developed in 1958 by a management consultant firm working with the Naw's Special Projects Office, whose most pressing problem was getting the Polaris submarine out to sea at the earliest possible moment. It has since won international acclaim as a management 'Tareakthrough" for saving time and resources in the race for space. "PERT has become so widely used at present that it seems likely to outlive Polaris for which it was designed," Willard Eraser, the father of the system, said in an article on its origin. He also described PERT as a management planning and control tool for defining and integrating what must be done to finish complex jobs in time to meet a deadline. Mrs. Frank Lerchen, whose husband is the Panama Canal's Designing Engineer, has been using Program Evaluation and Review Technique unknowingly for years in her daily duties as housewife, mother, and hostess. Here she is putting the final touches to a table set for a formal dinner party— also a complex job with a deadline. However it is described, PERT is being used by nearly every Canal organization bureau to carry out various projects. The name PERT crops up in nearly every executive conference and PERT charts appear on many office walls. A visitor to a management or official planning conference who assumes a dazed expression when he hears the word PERT just isn't hep. PERT, he will soon learn, is being recognized these davs as the management system of the century and the first ever created to incorporate uncertainty in planning and to measure with anv certaint\' the Program Evaluation and Review Technique current progress and the predicted progress for meeting not only R&D objectives, but also objectives of other tN-pes of programs or projects. Projects planned and carried out by the PERT svstem range from the move of the Printing Plant from Mount Hope to La Boca, to the overhaul of a Navigation Division tug. It is being employed now in the planning phases and will be actually used when the time comes to move Gorgas Hospital facilities, first into the new hospital building in Ancon and later, into the renovated A, B, and O buildings. The past vear has been a probation period for the implementation ot Jf tn i into the Panama Canal organizations. However, from the results of the various successful pilot projects, management has been convinced that PERT is indeed a dynamic planning tool that can assist managers at all levels in the accomplishment of a particular task. In the typical Stateside business organization using this new system, there always exists a hard core of dedicated advocates of PERT who do the "sales work," lay the ground rules for their company, and set up training programs, and in general try to acquaint both management and labor with this planning concept. The Panama Canal is no exception to this, as two men in the Executive Planning Staff have done just this sort of "pitch" work; Kerry B. Magee and Noel C. Farnsworth. Both men have attended PERT courses in the States and are avid readers on the subject of PERT. One needs to talk to them for only a few minutes to realize that they have a firm belief in PERT and that it is the answer to many managers' problems. To accomplish this mission of introducing the basic concepts of PERT and to give up-to-date information on this new management technique to Panama Canal employees, courses have been held during this past vear for all levels of management, including supervisory, staflF and engineering personnel. The most successful of these occurred in October when a PERT Institute was held for first-line supervisors who received the training enthusiastically. In all, more than 400 men and women emplovees have received training in PERT.

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M a J or 'cean Ports Aerial view of the River Thames, showing the Tower Bridge and four of the five dock systems of the Port of London. Departure of the big P. and O. passenger liner Himalaya from the Tilbury Landing Stage. This floating jetty, 1,142 feet long, enables the largest ships using the port to come alongside at any state of the tide. The Himalaya has been a Panama Canal visitor several times recently on the England to Australia run. Lonoon THE PORT OF LONDO.V is one of the top 10 ports in the world. More than 56 million tons of cargo passed into, out of, or through the port in 1962. This included more than 43 million tons of imports, over 10 million tons outwardbound, and nearly 3 million tons on trans-shipment. New quay cranes, heavy lift floating derricks and other equipment modernized or being modernized speed handling of cargo for a nation which relies heavily on raw materials and products from other lands. Britain imports all its oil, cotton, rubber, and sulfur, virtually all its wool, half its food and iron ore and large quantities of paper, tobacco, and chemicals. There also are sizeable imports of manufactured goods made from these basic products. \'ia "roll-on," "roll-off" vessels at the Port of London docks, road vehicles enter by ramps and on reaching the continent are driven off to proceed to their destination, literally an international "ferrv." A number of the mobile cranes at the docks are of special design. One t\pe, for example, has a long, curved jib to permit high piling of long lengths of lumber. Britain's merchant marine of approximately 20!2 million tons makes up about 50 percent of active world shipping. British shipyards have an estimated annual capacity of I'A million tons and build more than a third of the world's new shipping. View of shipping in one of five main docks which comprise the West India & Millwall Docks group. Trade of these docks extends to North and South America, East, West and South Africa, India, the Mediterranean, France, Spain, Portugal, Scandinavia, the Middle East, Far East, and Persian Gulf.

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Cucaracha Signal Station, 352 feet above sea level at Contractor's Hill, served for almost half a century as an aid to navigation of ships through the Canal. THE PANAMA Canal's Cucaracha Signal Station, after almost half a century of continuous service, has been inactivated, a victim of progress. Widening of Gaillard Cut from 300 to 500 feet has done vi'hat slides in 1918 were unable to accomplish, and operation of Cucaracha Signal Station was discontinued last month. The Cucaracha Signal Station, on Contractor's Hill, consisted of a small concrete structure with telephone, desk and chair inside, and mast with cones and balls on it outside. Before the Cut widening, this signal station was important as an aid to navigation. The widening of Gaillard Cut makes further operation of this station unnecessary. In its nigh 50 vears of existence, Cucaracha Signal Station has weathered slides, rock falls, and several moves. For the past 3 years this station has been situated some 352 feet above sea level at Contractor's Hill. But for many years the station was located south of its present site, low and close to the water at an elevation of some 100 feet. The historv of Panama Canal signal stations goes back to March 5, 1913, when Capt. Hugh Rodman, first Marine Superintendent of the Panama Canal, advocated six signal stations in a report on preliminary studies of the Canal he submitted to Colonel Goethals. Cucaracha Signal Station, at the foot of Contractor's Hill, went into operation in 1914 along with its sister stations. The buildings were white, with red roofs, in order "to attract the eye as far SIGNAL STATION Veteran "Retired" as possible to aid navigation of ships through the Canal." One of the signalman's duties, outlined in his responsibilities, was "to report via telephone when land slides occurred within his vision and knowledge." The 1918 slides at Gaillard Cut resulted in Cucaracha Signal Station's first move for, said a report,"The location at the foot of Contractor's Hill was too dangerous with rocks constantly breaking and rolling down, endangering the lives of men assigned there." The temporary signal station structure was replaced in July 1923 with the new Cucaracha Signal Station. Little more than a year later, on November 24, 1924, this station was threatened during a slide. A portion of the site of old Cucaracha Village was buried and the vicinity of the Cucaracha Signal Station covered vWth mud and rocks following torrential rains. In May 1928 concrete structures were recommended for all Panama Canal signal stations, "which were a source of worry and required constant watching and repair on account of ants." The importance of the Cucaracha Signal Station was recognized in 1930, when a news report termed this one of the vital installations along the Canal. "From his position the signalman can see a great distance through the cut and it is his duty to report movements of ships northand southbound, and record the time of each in his log. Without this station (Cucaracha) located here there would be many accidents as the channel is narrow and winding, and the (See p. 15) The Panama Canal Review

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Going • • f HYDRAULIC AS|ST NOT LONG AGO. the United States flag ship MonticeUo Victory, a behemoth with a beam of 102 feet and a length of 736 feet, was "flooded" on a surge of water out of Gatun Locks and into the Canal channel leading to Limon Bay. It was not an emergency measure, nor was there anything mechanically wrong with the Monticello Victory. The Panama Canal Marine Bureau was making one of the first tests of a new method of ejecting deeply laden vessels from the lower chambers of certain of the Panama Canal Locks. The Monticello Victory was carrying 4L086 long tons of fuel oil from California and had a draft of more than 37 feet. The method, worked out by Capt. I. G. Hay and Capt. R. L. Erixon, two alert Panama Canal pilots, is proving highly successful and has been termed by Gov. Robert J. Fleming, Jr., as "a major breakthrough in one of the Canal's tough shiphandling problems." In simple language, it involves the admission of water into the lower locks chamber behind a departing supership to create a flow of water out of the chamber. The ship floats out into the channel on a moving river of water. Marine Bureau authorities believe that the system will do much to expedite the handling of very large vessels in the locks and at the same time eliminate damage sometimes caused when the sides of a wide-beamed cargo carrier rub against the lock chamber walls. Particular difliculty had been experienced in moving the larger ships out of the last lock chamber northbound at Gatun and moving them out of the lock chamber southbound at Pedro Miguel. The technique requires that the ship be placed well forward in the chamber. After the water in the chamber has been spilled to the level of Miraflores Lake, or sea level, as the case may be, the lower gates are opened and fully recessed. As the ship moves forward, aided by locomotives, water is admitted into the end of the lock chamber behind the ship's stern through the culverts, as when normally flooding to lift a ship into the chamber. Goim. . M^ith towing locomotives being used at the bow for lateral control, the ship moves out of the chamber, sailing down the centerline at normal unlocking speed. During the tests, the ship leaves the chamber without touching the walls. The ships' engines are stopped and are not used again until the vessel is clear of the gates. 8 January 1964 The new method eliminates the diflFerential water head encountered by the large ships when they leave the lock chamber and gives pilots and locks personnel better control. Successful tests are being made regularly at Gatun and Pedro Miguel with greater speed in unlocking being achieved as the technique is improved. The Panama Canal Review 9 With water swirling astern, the lumbering bulk carrier Nagano, filled to the brim with a record-breaking load of 49,332 long tons of coal, moves without a wobble from Pedro Miguel Locks. Breaking for the fourth time her own Canal cargo records, the ship was on her way last month from Norfolk, Va., to Japan. The new hydraulic assist method of moving big beamed customers out of certain locks chambers was used on her with decided success. The Nagano, a 757-foot-long Liberian flag vessel, carries iron ore from Peru to Baltimore and coal from Norfolk to Japan. She is operated by the Marine Transport Line, Inc., and is represented at the Canal by Wilford & McKay. On her next to last trip, in November, she brought a whopping 48,771 long tons of iron ore northbound from Peru. Her beam of 102 feet leaves little room to spare in the Panama Canal Locks. . Practically Gone

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The new El Faro (The Lighthouse) apartment building on Manuel Josd Hurtado Street in La Cresta, built by Constructora Martinz. ISTHMUS INDUSTRY Martinz* Enterprises MARTINZ' ENTERPRISES is a closely interlocked industrial combine that has evolved out of Panama's growing construction needs. Started in 1919 by Louis Martinz, the concern has expanded through the years, and now comprises Compania L. Martinz, S.A., Concrete, S.A., Aserradero El Chagres, S.A., Constructora Martinz, S.A., and Beta, S.A. These companies are engaged mainly in the production of concrete and concrete fixtures, lumber, and heavy equipment—all vital links in the construction field. Compaiiia L. Martinz, S.A., managed directly by Mr. Martinz, is engaged in the rental of heavy equipment, and, mainly, in land developing, such as the Las Cumbres real estate development, a mid-way residence point between Colon and Panama. Las Cumbres is a tract consisting of more than 2,700 acres, with all modern living conveniences, besides a 1 square kilometer artificial lake, recently added. Concreto, S.A. has three plants producing trans-mix concrete, concrete pipes, pre-cast concrete, and prestressed members. Manager of this company is engineer Robert Zauner. Aserradero El Chagres, S.A., on the Trans-Isthmian Highway, the lumber division of the combine, sells the only lumber in Panama treated against termites and other wood boring insects. The process is done in special cylinders where the air is extracted from the lumber, which is then impregnated with special chemicals. Managing Aserradero El Chagres, S.A. is Fernando Manfredo, Jr. Constructora Martinz, S.A. is in the actual construction business, has recently built the El Faro Building in La Cresta and the Chase Manhattan Bank building. Beta, S.A. which deals in building real estate, owns the Aerial view of the recently completed Las Cumbres Lake, around which an attractive residential development is growing. 10 January 1964

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chase Manhattan Bank building in front of the Panama Hilton, and other commercial buildings. In Panama, Martinz' Enterprises has been a pioneer in good relations between workers and business. A club was formed by Empresas Martinz many years ago for the benefit of the workers and their families. The club members are the workers, its board of directors consists of two employees from each of the five companies, elected by their fellow members. The clubhouse has been totally remodeled, with Empresas Martinz footing the bill. There was a big reopening ceremony in October. The plans for the club renovation were the direct result of discussions between employees and the enterprise. It has a large meeting and assembly hall, an indoor sports room, a barber shop, library, and dining room. One of the activities of the Club Unido de Empresas Martinz (CUEM) is the savings cooperative, for which the enterprise gives 6 percent interest, 3 percent more than the usual bank rates, in an effort to teach the advantages of saving to the workers. The Softball league is one of the most popular of club activities, of five teams, each one represents one of the companies. The purpose of this league, besides the beneficial effects derived of active participation in sports, is to encourage friendship and unity among the workers. "We're really like a family," says Louis Martinz, Jr. "The employees are almost totally the original ones hired to fill the job when the different companies started." Originator of this enterprise, Louis Martinz, a Panamanian citizen, was originally from Carinthia, Austria. He studied masonry as a young man, later obtaining his degree as an engineer. He arrived in Panama to establish himself definitely in 1914 and has been in industry here ever since. Wood load about to enter the impregnating cylinders for processing of treated wood at the Aserradero EI Chagres plant. oMIBi Jorge Ledezma, president of the Workers' Club, Louis Martinz, Jr., public relations officer, and Manuel Vejas, Compania Martinz officer, looking over reconstruction work on the Martinz Employees Club. Louis Martinz as he delivered a year-end bonus check to one of Concreto, S.A.'s employees.

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CANAL HISTORY 50 t/earJ c^^o AN END to the giant project of constructing the Panama Canal was in sight. Steps were being taken toward consolidation of the remaining work, permanent townsites were being built, and in Washington, D.C., President Woodrow Wilson signed an Executive Order which would abohsh the Isthmian Canal Commission in April 1914 and authorize the President to complete, operate and govern the Canal through a governor to be appointed by the President with the advice and consent of the Senate. The first self-propelled vessel completed a passage through the Canal from ocean to ocean on Januarv 7. It was the crane boat Alex LaValletj which had come to the Cut from the Atlantic entrance. The boat passed through Pedro Miguel locks at 9:30 a.m. and Miraflores locks at 10:15 a.m., arriving in the Pacific channel at 11:05. She carried onh' the regular crew. The first towing locomotive of the order for 40 placed with the General Electric Company arrived Januarv 27 from New York aboard the SS Cristobal It had been carried to the Isthmus on the deck of the Cri^obal in a special cradle lashed to the No. 4 hold. The Panama Canal Record of Januar\' 14 carried in full the rules for the measurement of vessels using the Panama Canal. 25 yfearJ cAg.o AS WORLD WAR II drew closer in Europe, the U.S. War Department in Washington came out in favor of construction of a third set of locks for the Panama Canal. Secretary of War Harry W. Woodring said that the new locks would probably cost about $200 million and would be used exclusively bv the U.S. Navy. Included in President Roosevelt's emergency defense program was $27 million to be used for improvement of the defenses of the Canal. President Roosevelt told newsmen that the United States should assist Panama in concreting the national highway and that he was in favor of better highwaxs for Panama principally in the interests of defense of the Canal. Gov. C. S. Ridley of the Canal Zone stressed in the annual report the need for improvement and enlargement of the Canal to increase its capacity and the close relation of this project with defense. The Panama Canal operated on a 24-hour schedule in order to accomodate the U.S. fleet which arrived at Balboa from California. Composed of 140 surface vessels and submarines including 2 aircraft carriers, the fleet was on its way to the Caribbean for battle maneuvers which were to emphasize the impregnabihty of the Navy's defense of the Panama Canal against any invader. iO yiearA cAg^o WORK ON rebuilding of the Balboa Flats area begun as Maintenance Division forces moved into the area for extensive grading and the relocation of a section of Morgan Avenue. The $iy2 million quarters reconstruction program in Balboa Flats was one of the largest single project in the fiscal year's housing plans. The Booz, Allen, and Hamilton report on extra compensation paid workers in the Canal Zone was pubhshed. It made a number of recommendations, several of which were later adopted. Hospitalization insurance was made available to employees of the Canal organization with pa)'roll deduction service for pavment of premiums. h\ Washington, D.C., the House of Representatives approved a resolution pro\iding for increased cash reUef payments for retired non-U. S. citizen employees. The bill increased the maximum payments to retired employees from $25 to $45 a month. One y^ear c4g.o THE END of the 32-day dock strike at east and gulf coast ports caused a 2-week dela\ in the second phase of the periodic overhaul of Miraflores Locks. Since the second phase would leave Miraflores on one-lane service, it was decided to wait until the surge of shipping expected here following the strike had been cleared before overhaul continued. The 22,000-ton nuclear-powered ship Savannah arri\ed at the Canal from the west coast and was docked at Balboa. Visitors were allowed on board during the 3-day stav in port. This was the second visit of the Savannah to the Canal. The Panama Canal Division of the National Maritime Union of America was extended official recognition by the Panama Canal in accordance with the executive order providing for employee-management cooperation in the Federal service. RETIREMENTS EMPLOYEES who retired in November, with their positions at time of retirement and years of Canal service: Manuel Aguilar, Boatman, Locks Division (Atlantic Side); 36 years, 2 months, 8 days. Martin Amador, Guard, Terminals Division (Atlantic Side); 21 years, 6 months, 21 days. Vincent Biava, Chief Foreman Machini.st (Marine), Dredging Division; 23 years, 9 months, 14 days. Russell T. Billison, Police Sergeant, Police Division (Atlantic Side); 16 years, 11 months, 6 davs. Augustus O. Blandford, Stevedore, Terminals Division (Atlantic Side); 23 years, 6 months, 26 days. Jose P. Brown, Helper Lock Operator, Locks Division (Atlantic Side); 42 years, 12 months, 20 days. Pedro R. Coco, Linehandler, Locks Division (Pacific Side); 22 years, 10 months, 5 days. Philip L. Dade, Program Manager, Civil Defense (Pacific Side); 26 years, 2 months, 11 days, Ratan Dalap, Stevedore, Terminals Division (Atlantic Side); 33 years, 22 months. James A. Dorsey, Lead Foreman, Railroad Division (Atlantic Side); 27 years, 6 months, 26 days. Natalio Espinosa, Leader Stevedore, Terminals Division (Pacific Side); 21 years, 1 month, 12 days. Daniel Gardinier, Stevedore, Terminals Division (Atlantic Side); 22 years, 3 months, 20 days. Charles W. Harrison, Test Operator-Foreman (Mechanical), Electrical Division, (Pacific Side); 33 years, 24 days. Roy T. High, Supervisory Pharmacist, Gorgas Hospital; 23 years, 9 days. Alonzo Knight, Painter, Maintenance Division (Atlantic Side); 39 years, 1 day. Hipolito Linarez, Linehandler, Locks Division (Pacific Side); 22 years, 2 months, 20 days. Bently B. Murphy, Laborer (Heavy), Terminals Division (Atlantic Side); 30 years, 6 da\s. Pedro j. Ruiz, Guard, Terminals Division (Atlantic Side); 33 years, 1 month, 20 days. Reginald Small, Launch Operator, Navigation Division (Atlantic Side); 19 years, 9 months, 12 days. Santiago Villareal, Helper Lock Operator, Locks Division (Pacific Side); 24 years, 10 months, 24 days. Douglas White, Messenger (Motor Vehicle), Terminals Division (Pacific Side); 35 years, 17 months, 18 days. 12 January 1964

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ADMINISTRATIVE DIVISION Charles K. Cross Supervisory Administrative Assist4ji*liGeneralJ, James William F. A. Ifill Stockman ANNIVERSARIES (On the basis of total Federal Service) COMPTROLLERS OFFICE Robert K. Hanna Accountant MARINE BUREAU Garfield L. Alleyne Helper Lock Operator Edgar F. Baseombe Clerk John Cillard Leader Maintenanceman (Rope and Wire Cable) Ubaldino Mudarra Linehandler (Deckhand) Glynn L. Terrell Towing Locomotive Operator ENGINEERING AND CONSTRUCTION BUREAU Alejandro Navarro Laborer (Heavy) Honr^rPearl i.nginee^iiCengii /ilson ^(Float/g /lant) Bruce^ stant Commi: Store Manager Benito Ortiz Laborer (Heavy) TRANSPORTATION AND TERMINALS BUREAU Lewis Callender Truck Driver CIVIL AFFAIRS BUREAU prady B. Hardison Police Private HEALTH BUREAU Alexander Egudin Supervisory Pharmacist Gustave Rawlins Leader Exterminator Beatrice H. Simonis Director of Nursing NEW ORLEANS OFFICE Mary W. Raymond Secretary (Stenography) PERSONNEL BUREAU Kathyleen R. Miller Supervisory Personnel Technician SUPPLY AND COMMUNITY SERVICE BUREAU Jose D. Altamar B. Garbage Collector Francisco E. Avila M. Utility Worker Julio C. Castillo Cook O. A. de Alvarado Accounting Assistant Aquilino de la Cruz Grounds Maintenance Equipment Operator Candido de los Rios Laborer Enos Clifford Dean Field Tractor Operator Jeanne A. Ewars Counterwoman Winston E. Grant Motion Picture Projectionist (35 mm) Ethel L. Hanssell Sales Checker Silvia I. Hinds Snack Bar Operator Harold N. Lewis S. Guard Luis Mahoney Painter Martin Mendoza M. Utility Worker Pascual Orozco Grounds Maintenance Equipment Operator (Small) Alejandro J. Perez P. Counterman Theodora A. Powers Presser (Flatwork) Geniva G. Ross Sales Clerk Jos^ H. Valdes Laborer (Cleaner) Alberto Valencia Garbage Collector Easu E. Young Leader Scrap Material Sorter MARINE BUREAU Alberto Alvarado Asphalt or Cement Worker Carl E. Barker Leader Sear Clifford O. B Painter Oliver H. Brathwaite HelpeP Lock ( Orlis J. Bush Leader Sean Pablo Filos aDio riios ^ A^— ^ Linehand f r (Deckhand) | Eustaquio GatvaiT"'^^"^^ Asphalt or Cement Worker Pedro Garay Boatman William A. Gibbons Launch Operator Wenceslao Gomez Linehandler Isac N. Gordon Helper Lock Operator Donald J. Grimm Lock Operator (Electrician) Ramon E. Guevara D. Linehandler (Deckhand) Fitz H. Harding Linehandler (Deckhand) Aston E. Heron Seaman Arnold W. Jackson Control House Operator Virgilio Pinzon Helper Lock Operator Conrado E. Pimienta Cement Finisher (Limited) Eduardo Valdez Carpenter Glanville L. Wilson Leader Maintenanceman (Rope and Wire Cable) Jos^ M. Yangiiez Helper (General) ENGINEERING AND CONSTRUCTION BUREAU Juan Aguilar Laborer (Heavy) Regina T. Banister Cartoeraphic Draftsman eman stems) Safety Officer Miguel A. Moreno M. Seaman Jose Murillo Maintenanceman (Distribution Systems) Charles L. Mussa Seaman Jose O. Velasquez Leader Seaman TRANSPORTATION AND TERMINALS BUREAU Theodore A. Anderson Chauffeur Jesus Bonilla A. Stevedore John C. Brown Heavy Dutv Equipment Bodv Rebuilder Phillip A. Gill Truck Driver (Heavy) Fredrick A. Lawrence Tnick Driver Louis Robinson Linehandler Ruth C. Sawyer Clerical Assistant (Stenography) CIVIL AFFAIRS BUREAU Mical Johnson Grounds Keeper (Sports) Joseph T. Kozlowski Custodian, Postal and Philatelic Stock A. G. Webster Elementary Teacher, Latin American Schools HEALTH BUREAU Clyde E. Alleyne Laborer (Heavy-Pest Control) Martin Barrios D. Pharmacy Assistant Juan Carvajal Laborer (Heavy-Pest Control) M. P. de los Ri'os Laborer (Heavy-Pest Control) Bartolo Gonzalez Food Service Worker Eugenio Hernandez Hospital Attendant Helen F. Hoverson Chief Dietician Albert L. Phillips Launch Operator (Small) Deighton G. Standard Laborer (Heavy-Pest Control) Ku P. Wing Cook The Panama Canal Review 13

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PROMOTIONS AND TRANSFERS EMPLOYEES promoted or transferred between November 5 and December 5 (within-grade promotions and job reclassifications are not listed): ADMINISTRATIVE SERVICES DIVISION Cleveland C. Soper III, Photographic Laboratory Technician (Still) to Photographic Laboratory Technician (Still) (Chief, Reproduction Branch). George G. Graffman, Passenger Rate Assistant to Inspector (Household Goods Shipment). CrVIL AFFAIRS BUREAU Robin A. Boardman, Clerk-Stenographer, Office of the Director, to Secretary (Stenography). Michael Zombory, Administrative Services Assistant, License Section, to Supervisory Realty Specialist (Chief, License Section), License Section, Land License. Division of Schools Emma L. Mason, Substitute Teacher, U.S. Schools, to Teacher (Senior High-U.S. Schools). Judith L. Tumey, Substitute Teacher to Teacher (Elementary-U.S Schools). David A. Stanley, Leader Laborer (Cleaner) to Lead Foreman Laborer (Cleaner). ENGINEERING AND CONSTRUCTION BUREAU Raymond N. Shaw, Civil Engineer (General) to Supervisory Civil Engineering Division. Electrical Division Hugh M. Thomas, Jr., Shift Engineer (Mechanical) to Test Operator-Foreman (Mechanical-Power System). Cosme Morales, Helper Cable Splicer to Maintenanceman (Distribution Systems). Dredging Division Frederick L. Walton, Jr., Engineer, Dipper Dredge, to Chief Engineer, Towboat. Jorge E. Aguas, Lock Operator (Machinist), Locks Division, to Machinist (Marine). Claude C. Jesse, Linehandler, Locks Division, to Seaman. Maintenance Division Seldon E. Shambo, Maintenanceman to Carpenter. Pedro Gilvez, Laborer (Cleaner), Supply Division Retail Store Branch, to Laborer (Heavy). HEALTH BUREAU Elmira J. Walton, Staff Nurse to Staff Nurse (Leprosy), Palo Seco Leprosarium. Gorgas Hospital Rose N. Cohen, Mary M. Mills, Staff Nurse to Staff Nurse (Medicine and Surgery). Linda L. Freeland, Staff Nurse to Staff Nurse (Obstetrics). Division of Sanitation Justo M. Ayarza, Fermin Bosquez, Railroad Trackman, Railroad Division, to Laborer (Heavy-Pest Control). MARINE BUREAU Navigation Division August J. C. Egle, Pilot, Probationary, to Pilot. Earl A. Sayre, Joseph H. Thomas, Pilot-inTraining to Pilot, Probationary. Fred J. Ryan, Shipwright, Industrial Division, to Lead Foreman (Harbor). Calvin E. Bourne, Maintenanceman to Carpenter. Industrial Division Victor M. Briceno, Boilermaker to Lay-Out (Boilermaker). Conrado V. Brown, Maintenanceman (Boats) to Carpenter (Marine). Marcus E. Hart, Helper (General) to Gasoline Engine Mechanic (Maintenance). Locks Division Angelo Stefani, Linehandler to Timekeeper. Richard D. Brown, Joseph Burke, Truck Driver to Truck Driver (Heavy). OFFICE OF THE COMPTROLLER Edwin C. Mcllvaine, Accounting Assistant, Supply Division, Office of General Manager, to Accountant, Accounting Division. Dona T. Craig, Clerk-Typist, Motor Transportation I>ivision, to Clerk-Typist, Accounting Division. SUPPLY AND COMMUNITY SERVICE BUREAU Alberto L. Brown, Clerk, Electrical Division, to Timekeeper, Community Services Division. Supply Division Ucaston A. Barclay, Leader (Dairy Utility) to Leader Maintenanceman. Eliott F. Brathwaite, Painter (Sign), Maintenance Division, to Sales Clerk. Nemesio D. Dixon, Linehandler, Locks Division, to Warehouseman. Dorril D. Dorman, Laborer (Cold Storage) to Laborer (Heavy-Cold Storage). Sabino John, Laundry Worker (Heavy) to E.\tractor and Tumblerman. Maria M. Lewis, Meat Wrapper to Grocery Attendant. Estela Mitchell, Assistant Baker to Baker. Romelio O'Neill, Helper (General) to Toolroom Attendant. TRANSPORTATION AND TERMINALS BUREAU Terminals Division Granville C. Lewis, Timekeeper to Supervisorj' Timekeeper. Rudolph A Brissett, Frank S. Johnson, Stevedore to Winchman. Justo J. Earlington, Manuel R. Echeverria, Abraham Espino, Guillermo Estrada, Jr., Lucas Flores, Domingo Grant, Cyril M. Harper, Manuel B. Herrera, Jose D. Martinez, Jose M. Maza, Francisco Perez, Dock Worker to Stevedore. John J. Christopher, Linehandler, Locks Division, to Dock Worker. Motor Transportation Division William T. Hampton, Leader Automotive Machinist to Lead Foreman (Automotive Equipment Repair). Kenneth A. Thompson, Leader Automotive Machinist, to Lead Foreman Automotive Mechanic. Aurelio Perez, Truck Driver to Guard. Domingo J. Bonilla, Woodworth R. Draughon, Albert E. Hatch, Jr., Truck Driver to Truck Driver (Heavy). Arthur J. Edwards, Helper Automotive Machinist to Materials Handling Equipment Repairman (Maintenance). Agustin Diaz, Sylvester E. Lessey, Helper (General) to Materials Handling Equipment Repairman (Maintenance). OTHER PROMOTIONS which did not involve changes of title: Luther B. Sartain, Jr., Supervisory General Engineer (Chief, Electrical-Mechanical Branch), Engineering Division. Macon W. Foscue, Supervisory Electrical Engineer (General), Engineering Division. John R. Hammond, Jr., Supervisory Mechanical Engineer (General), Engineering Division. Donald W. Date, Willard E. Gwilliam, Edmund R. MacVittie, Architect, Engineering Division. Jimmy R. Givens, Budget Analyst, Gorgas Hospital. Maxine A. Cawl, Arden L. Swisher, Supervisory Timekeeper, Navigation Division. Malcolm J. Stone, Admeasurer, Navigation Division. Kira V. Yepes, Clerk-Typist, Coco Solo Hospital. 14 January 1964

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READERS OF The Panama Canal Review who would like to have friends or relatives receive the Review are urged to subscribe for the additional copies by mailing $1 to "The Panama Canal Review, Box M, Balboa Heights, C.Z." The subscriptions are handled by the Communications and Records Section in the basement of the Administration Building at Balboa Heights. Mail subscriptions are sent directly from the La Boca Printing Plant to the addressee, thus avoiding additional expense and bother for those sending them, many of whom have in the past handled the mailing themselves. The airmail subscription rate is $4.35 a year. Schedule of Cristobal for 1964 Veteran "Retired" {Continued from p. 7) ships cannot see each other in time to avoid collisions. The station, by use of balls and cones, advises the pilots where ships will meet as well as the number to be met," the report explained. The signals used in dispatching boats through the Canal are found nowhere else in the world, the report said, and only the workmen and pilots who come under the port captain's ofiBce need know their meaning. Three years later, in 1933, the signal svstem used at the Panama Canal signal stations was described in an official report as the most archaic feature of the Canal and a more modernized system was proposed. In 1941 came Pearl Harbor and blackouts, and special instructions for the Panama Canal signal stations. No lights, other than signal lights ordered by the dispatcher, were permitted. Obstruction, residence, and all other lights had to be off, and as soon as the signal lights served their purpose, these, too, were turned ofiF. Abandonment of the Cucaracha Signal Station was proposed about 10 years ago. The Cut widening made the proposal a reality, and on December 7, 1963, the Cucaracha Signal Station building was abandoned. The only signal stations now in operation on the Canal are the La Pita and Gamboa stations. Flamenco station at the entrance to the harbor on the Pacific side, and a station atop pier 6 at Cristobal. Leave New Orleans 4 p.m. Mon. Jan. 13 Leave New Orleans 1 p.m. Tues. Jan. 28 Wed. Feb. 12 Tues. Feb. 25 Tues. Mar. 10 Tues. Mar. 31 Tues. Apr. 14 Leave New Orleans 4 p.m. Tues. Apr. 28 May 9 May 20 June 1 June 13 Arrive Cristobal 7 a.m. Sat. Jan. Fri. Jan. Arrive Cristobal 7 a.m. Sat. Sun Sat. Sat. Sat. Sat. Feb. Feb. Feb. Mar. Apr. Apr. Arrive Cristobal 7 a.m. 4 17 1 16 29 14 4 18 Leave Cristobal 3 p.m. Sun. Jan. Sun. Jan. Leave Cristobal 3 p.m. Sun. Feb. Mon. Feb. Sun. Sun. Sun. Sun. Mar. Mar. Apr. Apr. Sat. Wed. Sun. Fri. Wed. Mon. Sat. Wed. Sun. Thurs. Wed. Sun. Thurs. Sun. Sun. Sat. Sat. Sat. Sat. 2 13 May May May 24 June 5 June 17 June 29 July 11 July Aug. \ug. Aug. Sept Sept Oct. Oct. Oct. Nov Nov. 28 Dec. 12 Sat. Wed. Mon. Sat. Thurs. June 25 Tues. July 7 •Sat. July 18 "Wed. July 29 "Sun. Aug. 9 •Sat. Aug. 22 'Wed. Sept. 2 •Sun. Sept. 13 Wed. Sept. 30 Wed. Oct. 14 Tues. Oct. 27 Tues. Nov. 10 Tues. Nov. 24 Tues. Dec. 8 Tues. Dec. 29 • Preference for passage on these trips will be given to teachers and the employees with children of school age traveling with them. 22 2 13 26 6 17 4 18 31 14 Leave Cristobal 3 p.m. Sun. May 'Thurs. 'Mon. •Sat. •Thurs. •Wed. •Sun. Thurs. Mon. Sun. Thurs. Mon. 5 19 2 17 1 15 5 19 3 14 Fri. Mon. Mon. Sun. Sun. Sun. Sun. May May 25 June 6 June July July July Aug. Aug. Aug. Sept Sept. 18 Oct. 5 Oct. 19 Nov. 1 Nov. 15 Nov. 29 Dec. 13 18 1 12 23 3 16 27 7 Arrive New Orleans 8 a.m. Thurs. Jan. 9 Thurs. Jan. 23 Arrive New Orleans 8 a.m. Thurs. Feb. 6 Fri. Feb. 21 Thurs. Mar. 5 Thurs. Mar. 19 Thurs. Apr. 9 Thurs. Apr. 23 Arrive New Orleans 8 a.m. Thurs. May 7 Mon. May 18 Fri. May 29 Wed June 10 Mon. June 22 Sun. July 5 Thurs. July 16 Mon. July 27 Fri. Aug. 7 Thurs. Aug. 20 Mon. Aug. 31 Fri. Sept. 11 Tues. Sept. 22 Fri. Oct. 9 Fri. Oct. 23 Thurs. Nov. 5 Thurs. Nov. 19 Thurs. Dec. 3 Thurs. Dec. 17 ACCIDENTS. FOR THIS MONTH AND THIS YEAR NOVEMBER ALL UNITS YEAR TO DATE CASES •63 202 •62 246 2603(36) 2697 CASES •63 14 181(9) 119 •62 16 DAYS ABSENT •63 "62 374 499 22497(998)9015 ( ) Locks Overhaul Injuries Included in total. The Panama Canal Review 15

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SHIPPING New French Freighter AN ADDITION to the Black Diamond Steamship Co. round-the-world cargo ship service arrived at the Canal during December from New York and sailed for the Far East. She was the Frenchflag Capraia, built in the yards of Chantiers Navale de la Ciotat, France, in 1963 for the Compagnie Maritime des Chargeurs Reunis. The 18.5-knot cargo liner has cargo and refrigerated space, heav)lift derricks and air-conditioned accommodations for 12 passengers. She is the first of three new vessels being built for the Far East trade and will be followed within a few months by the MV Cypria. These ships were built as replacements for three older vessels now being operated by the Black Diamond Co. on a round-the-world service, according to Norton Lilly, agents here for the line. Record-Breaker Due IT WILL BE "Operation Shoe Horn" for the Panama Canal this month when the giant San Juan Prospector, a super tanker-ore carrier, arrives from Trinidad for transit. One of the largest vessels ever to transit the Canal, the San Juan Prospector is 83.5 feet long and 106.4 feet in beam. This makes her longer than any other commercial cargo ship to transit except the Orion Hunter, and wider than any in this class except the Sinclair Petrolore. Her summer deadweight is a TRANSITS BY OCEANGOING VESSELS IN NOVEMBER J 963 J 962 Commercial 946 924 U.S. Government 24 38 Free 5 7 Total 975 969 TOLLS" Commercial $4,883,995 $4,685,585 U.S. Government. 81,964 213,824 Total.... $4,965,959 $4,899,409 CARGO" Commercial 5,398,696 5,177,407 U.S. Government. 56,540 110,207 Free 9,530 51,027 Total. . 5,464,766 5,388,641 Includes tolls on all vessels, oceangoing and small. *"*Cargo figures are in long tons. record-breaking 71,308 tons and her estimated Panama Canal net tonnage about 37,800 tons— higher than any other commercial customer in the past, including the famous old Bremen. The tanker-ore carrier has an international background. She was built at the Mitsui Shipbuilding and Engineering Yards in Japan in 1962, sails under a Liberian flag, and is owned by San Juan Carriers. According to her agents, Bovd Bros., she is due to arrive in Cristobal January 21 from Trinidad and will go through the Canal immediately on her wav to Peru to load a cargo of iron ore for Japan. The Canal bade farewell to a regular customer last month. Capt. Ernest B. Rainier, right, acting chief of the Navigation Division, presents Capt. Carlo Kim, master of the Amerigo Vespucci, a Panama Canal transit certificate honoring the final transit of his ship through the Canal. At left is Capt. Allesandro Zerega, manager of the Italian Line in Cristobal. The Amerigo Vespucci was the last of three Italian Liners to be removed from the Europeanwest coast of South America run and replaced by new passenger vessels. Former Yachts SOME of the ships using the Panama Canal have what might be called checkered careers. None could be more checkered or full of past glory than the 185-foot Mizpah, which is now owned by the Merren Shipping Co., is registered in Honduras, and makes regular trips through the Canal with bananas. Although she is now reduced to cargo class vessel, the Mizpah was built in 1926 by the Newport News Shipbuilding and Dry Dock Co. as a luxury yacht. Originally named the Savarona, the yacht was constructed at a cost of nearly $300,000 for Richard M. Cadwalader, whose wife was the granddaughter of the builder of the Brooklyn Bridge. The Savarona had a Sperry gyroscope aboard, an unusual device for a ship of this type. She later passed | into the hands of James Elverson, owner of the Philadelphia Enquirer, who renamed her Mizpah. According to a brief history printed in a recent issue of the "Shipyard Bulletin," the ship was purchased in 1929 bv E. F. McDonald, Jr., president of the Zenith Radio Corp., and 13 years later passed into the hands of the U.S. Navy, commissioned as a patrol yacht, converted for wartime duty and operated in the Eastern Sea Frontier. She completed 21 escort missions between New York and Key West from 1942 to 1944 carrying the escort commander's flag during the last 4 voyages. In 1944 the yacht was assigned to the Atlantic Fleet Amphibious Training Base at Little Creek, \'irginia. She was used primarily for navigation instruction purposes and spent much of her time in Chesapeake Bay. Before her war career was o\er, the Mizpah served as flagship, commander destroyers, U.S. Atlantic Fleet. When the war ended, the vessel was decommissioned and in 1947 passed under Honduran registry. Some other former yachts now making regular transits through the Canal on the banana carrying trade include the Cn/stal, built as the Vida in Wilmington, Calif., in 1930 and the Vanda, built in 1928 in Bath, Maine, as the San Bernardino. The Vanda, undergoing overhaul in Jacksonville, Fla., received a certificate in 1958 for making the most transits during the fiscal year. She came in second in 1960. 16 January 1964

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