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PANAMA

Vol. 1,No. 1 BALBOA HEIGHTS, CANAL ZONE May 5, 1950

BUDGET BUREAU APPROVES $70,000,000 HOUSING

REPLACEMENT PLANS PROPOSED BY GOV. NEWCOMER

Program Culminates

Many Years Effort

By Canal Governors

Housing—the most continually

bedevilling problem of the Canal administration for the past 40 years

bids fair now to be finally settled with the stamp of approval by the

Bureau of the Budget on Governor

Newcomer's proposed $70,000,000

permanent quarters construction

program.

A modest beginning is being made

this year with the demolition and

replacements scheduled in the San

Juan area in Ancon.

The program will get into full swing during the fiscal year 1951 if the supplemental appropriation of approximately $4,000,000 to be re- quested of Congress is made available. It will then continue on an

accelerated scale over a period of eight to ten years and when finally

completed will provide permanenttype housing for all employees of

the Canal-Railroad.

The tentative schedule for the

coming fiscal year provides for large- scale replacements and construction

in Ancon, Balboa, Diablo Heights,

and Cocoli on the Pacific side, and

Gatun, Margarita, and Silver City on the Atlantic side. In addition,

the appropriation would provide

funds for the erection of two pres- sure treatment plants for lumber and

the expenditure of $141,000 in the

preparation of sites for local-rate quarters the following year. Of the

total requested for next year, $2,000,-

000 would be earmarked for the local- rate quarters.

U. S.-Rate Houses

Briefly, the U. S.-rate quarters

program includes the following:

Demolition of 66 buildings containing 129 family apartments in the Ancon-Balboa district; and the

construction of 18 buildings with 32

family units in Ancon-Balboa, 34

buildings with 59 units in Diablo

Heights, eight one-family houses in Gatun, and 26 buildings with 36

apartments in Margarita.

Plans for local-rate quarters pro- vide for the construction of 262

family apartments of various sizes and one 18-room bachelor quarters.

All of these buildings will be at Silver

^"""" l^nnH^r

FLOOR PLANS for a masonry house to be constructed at grade level suggested

by the housing consultants provide for adaptation to cottages of two, three, and

four bedrooms without altering the basic plans. This plan would,provide for an open, covered porch between the two sections.

City on the Atlantic side, and at Cocoli or a new building site on the

Pacific side. The quarters at Cocoli

are to be located north of Borinquen

Highway and west of the existing

bachelor quarters built during the

Third Locks work.

The new housing program is the

result of several years of effort on

the part of the Canal administration.

It was initiated by former Governor

J. C. Mehaffey before the end of the war. During the early part of 1945

he requested and obtained the services of Wallace G. Teare, of the

National Housing Agency and the

Federal Public Housing Authority, on a consultive basis. Mr. Teare's

report substantiated in no uncertain

terms the claims of several previous

governors of the urgent need of a major quarters construction pro- gram of permanent type houses.

Quarters Said Sub-Standard

Calling the housing in the Zone

sub-standard, Mr. Teare said: "With

so great a handicap to overcome

today, the Canal will have to build at considerably greater than a mere

replacement rate if it is ever to catch

up in its housing. Apparently, it will take a period of 10 years to achieve a satisfactory situation, at the most rapid rate that now seems

possible. If that is so, it would seem

to be an obligation to proceed at that

most rapid possible rate, for 10 years

is a very long time for (See page 9)

This general type of construction was recommended for local-rate quarters. The consultants' report described them as "compact, livable houses."
THE PANAMA CANAL REVIEW May 5, 1950

Zone Kindergartens Prepare

Tots For Crucial First Year

A typical kindergarten scene of the Canal Zone schools is the above picture in which

Miriam Notyce, teacher at the Paraiso kindergarten, is giving Harvey Jones, Thelma

Joshua, Dorna Thomas, and Linda Griffith (left to right) a lesson in the rudiments of cooperative effort. Such training prepares the children just out of babyhood both mentally and emotionally for the first grade at school, one of the most important of their entire school career.

Educators have long recognized

that the shock of cooperative and

competitive effort of children in the

first grade at school for those emotionally or mentally unprepared

often spoils an otherwise promising

school career. Kindergartens, designed to relieve

this shock and prepare children just

out of babyhood for the first grade,

have been an integral part of the

Canal Zone school system for the

past 10 years. Prior to 1940 kindergartens were operated by the Bureau

of Clubs and Playgrounds, in a few

of the larger communities. They

were transferred that year to the

Schools Division and have since

been greatly expanded to a point

where today kindergarten training is provided in all large communities.

In addition, several first-rate kindergartens are operated privately in the

Canal Zone.

In the local-rate communities, kindergartens are operated in La Boca,

Red Tank, Paraiso, Santa Cruz,

Chagres, and Silver City. Enrollment in these has constantly

increased and this year 294 were

enrolled in February. Of these, the

largest number is in Silver City

where two part-time teachers are employed to train the more than 100

children. Full-time teachers are en- gaged for the kindergartens in La

Boca, Red Tank, Paraiso, and Santa

Cruz where from 50 to 100 young

boys and girls are learning their first lessons in school discipline and training.

The school at Paraiso is typical of those in other towns. About 40 toddlers around the age of six years are

receiving the same training to pre- pare them for the more formal book

learning in the first grade as hundreds of others in various Zone communities. The training and equipment are standard in all kindergartens although the teachers in the

U. S.-rate kindergartens are usually

better trained.

The teacher at Paraiso, Miriam

Notyce, might herself be taken as an

average for other towns, although

slightly younger than most. A second

generation Canal employee, she was

born in Colon Hospital and grew up

in Gatun where her father, N. E. Notyce, has been employed for years

as storekeeper at Gatun Clubhouse.

She is a product of La Boca Normal

School, graduating there last June,

and exemplifies the type of training

being provided for the sons and

daughters of local-rate employees.

Discipline Among Tots Neat as a pin, she keeps discipline

like a veteran among the small fry

who make up her morning and after- noon classes. She keeps their minds

well occupied by games, play, and

light tasks designed to promote their

social, physical, and mental development as well as to prepare them

emotionally for entry into more for- malized schooling.

Since success in the first grade

is greatly enhanced by purposeful

mental activities, kindergarten chil- - dren listen to stories read by their

teacher. As they learn to repeat

these stories to their classmates they

develop an ability to express ideas. Simple science experiments teach

them the rudiments of critical and

independent thinking. By social study projects the children are taught

to develop the ability to understand

and carry out directions.

By contact and co- (See page 5)

Concerning Those

Commissary

Profits!

A bombshell exploding among

Commissary patrons at Ancon or

Silver City would hardly have cre- ated more consternation than the

bold headlines appearing recently

that the Commissary Division "Expects to Double Profit" this fiscal year.

A*s is often the case, this bald

statement without explanation falls in the same category as a story

which says a man has been shot

without explaining whether through

the finger, the head, or the heart. In this particular case, the shot

barely scrapes the skin, and the

average Commissary patron will escape with a few powder burns at the worst. For the past three fiscal years, the

Commissary Division, with annual

net sales of over $32,000,000 has

earned less than one percent net

profit a year, a figure wholly inconsistent with the precepts of good

business administration. Except for the past three years, there have been

only three times within the past 25

years when the profits have fallen below three percent and never so low- as two-and-a-half percent.

The reason for the low profits of the past three years was the desire

and effort on the part of the CanalRailroad administration to cushion

the shock of mounting prices for the

average Canal Zone household.

Net Profit only 0.731%

The net operating profit for last year was listed in the annual report

of the Panama Railroad Company

as being 0.731 percent. This slight

margin required an almost day-today adjustment in commodity prices.

The decision to increase this margin was reached at the last annual

meeting of the Board of Directors of the Company. The consensus at that meeting was that a continuance

of such a narrow margin was not in accord with good business practices.

Most private establishments in the

department store field usually antici- pate profits of not less than seven

percent, a figure not generally considered exorbitant.

It must be remembered that the

Commissary Division is a self-sus- taining unit and all capital expenditures must come from income. New

buildings, such as the new and modern refrigeration plant at Mount

Hope; improvements and equipment

in the retail stores; and replacement

of buildings and equipment must be

financed by the division itself since

there are no appropriated funds for such purposes. With such a narrow margin on which the Commissary Division had

operated during the past three years, a heavy loss from fire or other causes occurring late in the year might

easily have put commissary operations in the red. Of interest to those who were unduly alarmed by the (See page 5)

4
May 5, 1950 THE PANAMA CANAL REVIEW

ECONOMIC FACTS DICTATED DECISION TO CLOSE BALBOA SHOPS

Causes Involved

Mostly External

Hard economic facts and factors,

mostly of an external nature, dic- tated the decision of Canal officials to close the Balboa Shops of the

Mechanical Division and concentrate the shop work in Cristobal.

"The move," according to Captain

Joseph L. Bird, Superintendent, "is based on sound business principles

by which we must be guided so long

as the Mechanical Division is a business unit of the Canal organization and is required by law to pay

its own way."

While the least interested observer

of Isthmian affairs of the past few

years easily recognized the requirement of force reductions and other

curtailments following the close of

the war, many have failed to realize that the precipitate drop in marine

repair work has continued far beyond normal expectations.

The decision to transfer the principal shop activities to Cristobal was not reached in haste nor without full consideration by those

making the decision of the hardships

to many which the action entails.

Because of the wide misunderstanding or lack of knowledge of the

principal factors behind the decision,

Captain Bird was requested to summarize for this employee publication

the underlying causes of the move.

His summary and statement fol- lows:

"Since the Mechanical Division

receives no supporting appropriated

funds and must earn enough to pay

its own way, the size of the force and the extent of its activities are governed solely by the income from

its work. Taken on a year-to-year

basis, most of the income is derived

from sources outside the Canal-Railroad organization.

"The division's present low state

of business is the result, in a greater

or lesser degree, of the following

factors.

1. The world wide dollar shortage

which has forced foreign ships to avoid

spending United States currency except

in extreme emergencies. Marine repair

work, of most major maritime nations,

is now being done elsewhere and this formerly lucrative Income is lost, at

least temporarily.

2. The discontinuance of at least two

feeder lines in the coastwise trade which formerly were based in Cristobal.

3. The loss of Navy repair work due to the redeployment of these vessels.

4. The replacement of prewar ships on a major scale which precludes the

necessity of extensive repairs up to the

present. In addition, improved ship

design now permits many more repairs

to be made at sea than were formerly

possible.

5. Wages of skilled workers, based on

U. S. average rates, together with in- creased cost of materials, bar competitive bidding against foreign shipyards

regardless of the dollar shortage.

6. A general slackening of Panama

Canal activities as well as those of other major Government agencies on

the Isthmus, which has caused a cor- responding decrease in the requirements for new construction or repair

work.

7. An unfavorable competitive position with United States shipyards.

Many factors, not peculiar to the pres- ent situation, are involved in this. It

is unnecessary to enumerate all of

these, but the major one is the fact that shipowners cannot afford to inter- rupt a voyage for any cause except extreme emergencies because of the

added operational costs. "Only by the strictest economy

and the fortunate circumstance of

obtaining the Navy work on the four

large floating drydocks have more

extensive layoffs or long, enforced

furloughs been avoided up to now. With the completion of work already on order and none in sight as replacement, it was not difficult to realize that a further curtailment of a

drastic nature was inevitable, unless, as appears unlikely, Congress would

be willing to appropriate (See page 18)

MECHANICAL DIVISION SHOPS IN BALBOA—DRYDOCK IN FOREGROUND

Plans for the transfer of the Mechanical

Division work to Cristobal, as originally

outlined, called for a shutdown of all shops

in Balboa except the Foundry, Gas Manufacturing Plant, and Instrument Repair

Shop by the first of July.

No move of this magnitude, with the exception of the transfer of the Dredging

Division shops and headquarters from Paraiso to Gamboa in 1938, has been made in the Canal-Railroad since soon after the

close of the Canal construction period.

The plans made provision for keeping the

facilities for heavy forging, the large drydock seen in the center foreground above,

and certain of the heaviest machinery not

duplicated in the Cristobal shops in a state

of readiness for use in case of any real emergency. Other equipment, not to be moved,

would be laid up in accordance with recog- nized practices.

The Balboa shops could be reopened to

full capacity on short notice and certainly before any force to man the machinery

could be recruited, according to Captain

Joseph L. Bird, Superintendent of the

Division.
THE PANAMA CANAL REVIEW May 5, 1950

Capt. Swinson, 20 Years A Ship Master,

Heads Staff of Old-Timers on S. S. Ancon

r* rCaptain David H. Swinson, Master, left, with Chief Officer William J. Steffens on the bridge.

Nothing exciting happens aboard

the Ancon, according to the crew of

this Panama Line ship. Since the

close of her war career as a command

ship in invasions from Morocco to Tokyo, she has plied her way between

New York and Cristobal every five days in an operation that is as quiet

and comfortable as a Sunday family

dinner.

The majority of her passengers are Panama Canal and Railroad employees to whom the ship means a pleasant five days of relaxation and good

food at the beginning and end of

visits to their homes in the United

States. If they do not know the

Ancon itself, they may know her by

her similarity to her sister ships, the

Panama and Cristobal. The three differ only in small

details. One distinguishing stamp of

the Ancon is two groups of 18 Isth- mian flowers executed in plastic

which decorate the wall of the main

lounge, the mark of Raymond Loewy,

prominent industrial designer, who

is responsible for the decoration of

all the Panama Line ships and many

well-known modern industrial designs

that have served as face lifters for a multitude of products from cigarette

packages to automobile bodies.

Regular Tourists

In addition to the employees who

travel regularly on the Ancon and

other Panama Line ships, there are a few regulars among the tourist travelers who seem to like the Ancon

as one likes an old shoe and return

to the same vessel for their periodic

escapes from northern winter weather.

Most of the crew of the Ancon are

also old-timers. About 90 percent of them have been on the ship since

she came out from the Fore River

Yard of the Bethlehem Steel Corporation'sShipbuilding Division in 1947. Crew members explain that from the

standpoint of the men who man the

ship, there are few runs that are

better than those of Panama Line

ships.

Captain David H. Swinson, in charge of the 492-foot vessel and her

crew of 128, says that recent scientific developments now in use on the

ship have taken many of the worries

out of skippering the Ancon. Foggy

weather worries have been largely

dispensed with the use of radar. The

use of an electronic development

called loran to find the ship's position in rainy or stormy weather has

made the operation still simpler.

Although the Ancon sometimes has

to sit out a storm in the Caribbean,

he says that is seasonal, not pleasant,

but almost routine.

Chief Officer William J. Steffens

adds that most of the small tribulations that are a part of the Ancon'

s

operation are administrative—the

type that is expected in any land or sea organization. It is his opinion

that Panama Line passengers are

less fun-loving in recent years than

they used to be, but attributes that

to the state of the world rather than

anything about the ships.

Seasickness Cure

William Schwamm, Chief Steward,

points out that the dramamine pills for seasickness have made sailing

still more pleasant, a fact that is substantiated by considerably in- creased food consumption on the

Ancon.

R. T. Downs, Purser, recalls many

Congressmen and a few celebrities outside government circles whose names have caused a slight stir when

they appear on passenger lists. And

for minor excitement, there have

been a few.stowaways, but generally,

the Ancon operation is smooth and

without even slight incident.

Captain Swinson, whose brother,

Captain E. O. Swinson, is Assistant

Port Captain in Balboa, has been

wearing a skipper's crossed anchors

and four stripes since he took over

the old Ancon in 1929. He has the

longest service with the Line of

any captain on the Panama Line

ships, having been connected with

the company most of the years since

he left the Massachusetts Nautical

School in 1914.

He first tried out his sea learning on the old Panama Line ship, CrisR. T. Downs, Purser

tobal, and also served as quartermaster on the old Colon before World

War I. From 1917 to 1921, he

worked on oil tankers and coal colliers and served on \J. S. Shipping

Board vessels carrying food relief shipments to the Black Sea area. He returned to the Panama Line

in 1921 as third officer on the

Advance, served as chief officer on

the Cristobal, General Gorgas, and the

Panama Line "lake ships," in service

between New York and Ecuador. In

1927, he became chief officer on the

old Ancon. He has served as master

on the old and new Ancon since 1929.

When his ship went to war in World War II, Captain Swinson

made two trips on the vessel carrying troops to Australia. When the

Ancon was taken over by the Navy

in August 1942, Captain Swinson

became a Navy Commander and

served as executive officer on the

ship through the invasions of North

Africa, Sicily, and Salerno. He also served on the U. S. S. Hermitage,

the former Italian ship Conte Bianca- mano which was interned in the

Canal Zone, and the U. S. S. Drew,

attack transport, in service in India,

Europe, Okinawa, and Japan.

Ship Is Rehabilitated

When the Ancon was returned to the Panama Line in 1946, Captain

Swinson was on hand at Quincy,

Massachusetts, for the ship's rehabilitation for civilian service and went

back to sea as a civilian captain

when the Ancon returned to its peacetime run in June 1947. Although there were seafarers on

his mother's side of the family, Captain Swinson offers as the best

explanation for his 35-year sea career the fact that he was born in Gloucester, Massachusetts.

Chief Officer Steffens first went to sea during World War I and never made it back to land. He was graduated from the New (See page 15)
May 5,1950 THE PANAMA CANAL REVIEW

To The Employees . . .

The appearance of

this paper is an out- ward manifestation of

the Canal administration's desire to bring

problems affecting all ranks of Canal and

Railroad employees to open attention. By so

\ doing, it is hoped that

~* a better mutual understanding of our mission and a firmer foundation

for our communal living may be gained.

Since no two persons will ever have ideas entirely in consottance, free expressions of opinions

will be welcomed. An example of this is in the

problem of housing discussed in this issue. Some

people like houses built at ground level. Others

like them elevated. Some want rambling, airy

structures while their next door neighbors may

prefer compact and more easily maintained quarters. Also, to some, low rental is the first consideration while others would be willing to pay

higher rents for greater conveniences and comfort.

Such variances of thought exist properly among

intelligent people. On the other hand, all will be

in agreement on the general premise that maximum efficiency of operation is necessary not only

for the carrying out of our basic mission—which

is to transit ships expeditiously from ocean to ocean—but to insure the best of living conditions

for all members of the team.

Since our organization is a self-sustaining one, and certainly we can all take pride in that fact,

it follows that inefficiencies must in every case be

paid for in cash by individual employees. There

is no alternative.

The Canal- Railroad organization has been

under great stress since the close of the war by

continued reductions in force. The reduction has

been greatly accelerated in recent months by factors over which the Canal administration had no

control.

It is impossible to state unequivocally that these

force reductions will cease on a certain day of a month nor even a certain month of the year. It is

possible to say, however, that there is an employment level below which the Canal and Railroad

could not operate efficiently. I believe this level will be reached by July of this year. While eco- nomic or other factors out of our control may

require further reductions of a minor nature after

the beginning of the new fiscal year, I confidently

expect that any personnel losses after that time can be accommodated by normal attrition—re- tirements, resignations, or other separations from

the service. This does not mean that there will be no force reductions in certain units where work

must necessarily be curtailed or suspended. On

the other hand, no broad retrenchments are planned

where "across the board" reductions are in order.

The Panama Canal Review will serve as a medium of expression for individual opinions,

which, taken together formulate public opinion.

You are invited to participate in discussions and

to submit comments you believe will be helpful.

Mere criticisms, of course, can serve no useful

purpose but suggestions for improvement will be

carefully considered. Whenever practicable your

letters will be published or answered individually.

Questions or problems not relating to a relatively

large group nor of general interest have no place

in such a public forum and it will be impossible

to enter into lengthy and involved debates on

abstruse issues.

This publication is designed to give you a

better understanding of our common problems. A

failure in this objective will not be the result of a

desire to mislead or misinform you.

7-7 f. /^v

Governor

Kindergartens Teach Discipline

{Continued from page 2) operative

effort with other children in their age- group, the young kindergarten stu- dents are guided in the proper paths

of social consciousness and emotional

restraints. They are taught to dis- tinguish between their personal and

property rights and those of others. Courtesy and consideration of others

are parts of their day-by-day training, while the teacher endeavors to have each child develop a feeling of belonging to a group. Happy and

wholesome personalities, free from

fear and anxieties, are induced by means of interesting and pleasant

activities, such as group singing,

drawing, or story reading.

Games Teach Coordination

Meanwhile, the physical development of the young boys and girls is not left to chance. Through games

and rhythmic exercises, healthy bodies and alert minds are developed

while muscular coordination and control are learned through singing,

speaking, playing, and dancing.

Thus, under the effective guidance

of a kind teacher the children become

gradually used to the mental and

emotional controls so necessary in

later school years. This year in June, some 925 students will graduate from

the 14 kindergartens of the Division

of Schools and their proud and happy

parents can look forward with confi- dence to their entry next fall into the

formal school training where book

learning and social consciousness

must be developed for the major

problems of living.

Concerning Those Commissary Profits

{Continued from page 2) headline

that Commissary profits would be

doubled is the announcement that

Governor Newcomer, as President of

the Panama Canal- Railroad, has

authorized the deduction of the loss of nearly $100,000 sustained in the

La Boca Commissary fire in February from the net operating profits for the year.

It is doubtful if the increased net operating revenues for this fiscal year will be reflected by increases in any retail prices, especially in view

of the Governor's action on the La

Boca fire losses. Economies in operations already effected will account

for most of the difference in the profit

margin this fiscal year over that of

last year. Even if the entire difference were made up in price increases, few Commissary patrons would ever note the

change. It would mean that a whole

ten-pound ham would cost 10 to 15 cents more, and the Canal Zone

housewife might pay a penny more

for a 10-pound sack of sugar.
THE PANAMA CANAL REVIEW May 5,1950

REDUCTIONS TO CEASE SOON

Bottom Force Level

Expected By July 1

Governor Foresees Leveling-OfF Point For CanalRailroad Organization

The downward trend of the Canal-Railroad forces which has continued almost steadily for more than five years is expected to level off during the first part of the

fiscal year 1951 and there presently seems little like- lihood that employees in permanent positions at the

end of June will receive force reduction notices.

This word is contained in a special message to employees from the Governor carried on another page of

The Panama Canal Review.

There will be a further shrinking of the total force but there seems little doubt now that this can be accomplished by normal attrition. The bed-rock level below

which the Governor believes the Canal and Railroad

could not operate with efficiency may not be reached for several months after the beginning of the new fiscal year in July. The normal force turnover and rate of separations will permit a gradual lowering of employment levels by the consolidation of work and failure to make replacements of personnel.

Actually, according to an announcement at the

Personnel Division offices, practically all U. S.-rate employees to be affected by force reductions have

already been notified or will be by May 31. Further

reductions may be expected in the local-rate personnel

since these generally lag behind force reductions among

supervisory personnel.

Although giving assurance that no further major

reductions are expected after the beginning of the

fiscal year 1951, the Governor makes clear in his state- ment that isolated reductions of a minor nature may be

necessary after that date caused by normal reduced

work loads or cessation of work of a seasonal nature. a

The latest force report, dated March 31, showed^a

total of 4,584 full-time U. S.-rate employees and 15,018

full-time employees on the local-rate rolls. These figures

represent declines of 317 and 1,837, respectively, from

the March 31, 1949, report. The full-time, permanent

force^today roughly parallels that of December 1939

shortly after the force increase was begun for defense

projects and the Third Locks work.

42000

35000

28000

21000

US-RATE

LOCAL-RATE 37300 '

34700

The leveling off of the Canal- Railroad force will bring to an end a 12-year cycle of abnormal employment conditions on the Isthmus, the most disturbing

and disruptive of which have naturally occurred during

the past five years when the major shrinkage took place. In many respects the past eight-year period was similar

to that from 1912 to 1920 when the transition from the

construction period of the Canal to one of operation

and maintenance was accomplished.

The Canal-Railroad force was built up from a normal

1938 level of 13,800 for operation and maintenance to a wartime peak of 38,000 full-time employees in 1942.

After the suspension of the Third Locks program and

the completion of several defense projects there was a gradual decrease in personnel. This reduction was

barely noticeable because the manpower demand at the

time provided ample jobs for all on the Isthmus either

with the Canal or other Government agencies. Despite

the Canal curtailment of force at that time, it remained

large and when the war ended in August 1945 nearly

32,000 full-time employees were still on the rolls. The first serious paring of force occurred soon after the close of the war when many of those engaged in construction activities or in the Mechanical Division

shops were released. Since then the reduction has been on a more gradual scale and some slight force increases

have even occurred as a result of such extra work as the

overhaul of the locks and the Isthmian Canal Studies

of 1947.

The final wave of cutbacks of the past few months

which has affected almost all units has been no more

pronounced than others occurring since the war but has

been more noticeable because of the smaller force and

the lack of employment opportunities with other

Government agencies on the Isthmus. While reductions

of the past eight months have affected all large units,

those hardest hit have been the Mechanical Division,

the Panama Railroad, Commissary Division, Health

Department, and Division of Storehouses.

The reductions this fiscal year are largely the result of decreased business activities of Canal and Railroad

units induced by force reductions and curtailed activities in other Government agencies. A major contributing cause also was the precipitate decline in marine repair work for the Mechanical Division.

The heavy reductions required (Continued on next page)

27800

2 2700

V7Z%\ 2I4QQ

14 000

7000

Ml

narmm 19600

!%1 V7.

16300 E300<

I

3SEBaEEEliB332B!iiEa|lE333|D

I I I I

1938 1939 1940 1941 1942 1943 1944 1945 1946 1947 1948 1949 1950
May 5,1950 THE PANAMA CANAL REVIEW

X~L

An Official Panama Canal Publication

Published Quarterly at BALBOA HEIGHTS, CANAL ZONE

On sale at commissaries, clubhouses

and hotels in the Canal Zone at five cents a copy.

The printing of this publication has

been approved by the Director of the

Budget on March 9, 1950. FOLD AND MAIL

This copy of The Panama Canal

Review folded twice crosswise fits easily into a business size envelope

and may be mailed anywhere in the Postal Union for six cents. THE REVIEW FLAG

The flag (front page heading shown

in minature above) of The PANAMA

Canal Review was designed by John

C. Buechele, of the Office Engineering

Division. LETTERS TO THE EDITOR

Letters containing inquiries, suggestions, criticisms or opinions of a general nature will be accepted. In all cases

possible, letters to the Review will be

answered individually. Those of suffi- cient general interest will be published

in this paper. Letters must be authentic and be signed although signatures

will not be published unless requested

and names of authors will be kept confidential. Return address should be

given but the Review will not undertake to return correspondence of any

nature.

EDITOR'S NOTE

The Panama Canal Review is published with the primary objective

of giving all employees a better understanding of problems affecting any

considerable number. Published, quarterly, it will not be a newspaper in the

strict sense of that term, although much

it contains may be new and therefore news to a large percentage of the

readers. To an extent it will supplement the news and supply you with more details of news you already know.

No general coverage of local news is planned, but future issues may contain more items of current interest than the

first issue.

For obvious reasons, the Review

must remain in an experimental stage

for some time to come. While the format will likely change little, the

first issue is no strait jacket for succeeding numbers. For this reason, your suggestions and opinions, critical

or otherwise, will be welcomed. If you

like the Review or do not like it, write a letter to the editor. It can be more

easily changed than a majority opinion.

ONLY 1905 VETERAN

William Jump, who has been employed as a timekeeper in the

Mechanical Division for the past 34

years, has one of the most distinctive

records of any Canal or Railroad

employee.

He is the oldest native son of the

Canal Zone territory, being born at Gorgona while the town was still Colombian territory.

Another distinction he holds is the

longest service record of any employee on the U. S.-rate rolls. He

recently celebrated his 45th consecutive service year. He was first employed February 20, 1905. He

has an unbroken service record since

January 22, 1907. He is one of the very few ever to achieve a 45-year record with the

Canal enterprise.

Reductions To Cease Soon

{Continued from previous page) in the major operating

and business units of the Canal had a downhill snowball

effect on other units by a reduction of their work load

and the "bumping" of employees. It was not un- common for the force reduction of one employee to

result in personnel displacements in four or five other

units. At one time during the war the Personnel

Division estimated that an average of one "service"

worker was required for every five employed in business

and operations units. The inverse ratio, naturally

holds true in force reductions.

The uncertainty of job security for several thousands

of Canal and Railroad workers during the past five years has been recognized by Cans' officials as being

the most disruptive factor to the organization and

employee morale of the post war years. On the contrary, the reassuring statement by the Governor that

the levelling off point is at hand will allay the fears of

hundreds over whom have hung the specter of a re- duction notice for many months.

42000-

35000

26000

21000

M000

US.-RATE

LOCAL- RATE

2C700

IDE I TGI

rrrrri _ :

.„.

|ESEEE|3^slsS&&S:lE!iS&lsEE!lsSE& 3-E3- 3235 1333 EH3 EHsIeEdIi

1910 1911 1912 1913 1914 1915 1916 1917 1916 1919 1920 1921 1922
THE PANAMA CANAL REVIEW May 5, 1950

NEWS OF YOUR COMMISSARIES

ELECTRIC REFRIGERATOR DEVELOPMENTS

Last December (just in time for Christmas use by a number of lucky customers) saw the sale of the last of the Commissary Division's stocks of Westinghouse electric refrigerators. Considerably

before then, however, efforts were being made to obtain further

supplies, preferably of a new type box with a larger frozen food space than had theretofore been available for operation on 25-cycle

current. Negotiations have continued through the months with

the result that the Westinghouse Electric Company has finally agreed to develop especially for sale in the Canal Zone, a modern

refrigerator of 8.44 cubic feet storage capacity, having a freeze chest entirely across the top with space for 59 pounds of frozen

storage, two Humidrawers for vegetable storage, and a special space for keeping half-pound of butter ready for easy spreading.

First shipment of the new boxes is expected to reach the Isthmus

in four to six months. Main trouble in locating a satisfactory supply is in the difficulty

of getting new units for 25-cycle operation, in connection with which the Westinghouse officials have stated "since 25-cycle has

ceased to exist in the United States we must consider any requests

for new 25-cycle equipment as being special for the Panama Rail- road Company. You are the only customer in the world, at the present time, desiring this type of equipment."

FINE LINEN DAMASK

Linen cloth, the use of which is known to have been restricted

to royalty, has been used by man as far back as we have records. Cloth of remarkable fineness has been found in the most ancient tombs excavated in Egypt, where, in the pre-Christian era, the art

of weaving was practiced only by the men. Whether carried to Ireland by the Romans, or even earlier by the far-wandering

Phoenicians as is claimed by some historians, fine linens have been manufactured in the Emerald Isle for many centuries. Fine damask table linens, glistening white, nearly imperishable,

represent a genuine value in today's market in the Commissary.

Whether for festive occasions in your own home here in the Zone,

or for the "hope" chest to be used in the little retirement home

you're planning for the States, or as a lasting gift to the brideto-be, the purchase of table linens at this time may be considered

as a true investment. Present Commissary stocks range from

luncheon size cloths, 54 inches square with six napkins, to banquet

size cloths, 72 inches by 144 inches, with a dozen napkins, in prices

ranging from $12.45 to***** $43.90.

June brings graduation and brides. Graduation time to many

is when they get that first fine watch. New 1950 styles of Benrus

watches, for ladies and gentleman, will be on sale in time for use

as June gifts. MOTHER'S DAY, May

14, will call for a special treat for Zone mothers.

Specially boxed chocolates by Whitman, Page and

Shaw, and Lovell and Covel will be available at the appropriate time. If mother is not on the Isth- mus, we suggest flowers or a potted plant, through

our Florists' Telegraph

Delivery Service. Orders

placed prior to May 5 can

be handled by airmail;

others, up to the noon

closing of May 10, would

have to be handled by

cablegram. See the manager of your favorite Comsary for details

WHAT THE LABEL MEANS

EGGS—"CONSUMER GRADE A"

Commissary eggs .are purchased from large egg producers in the area nearby to New York City under the following rigid specifications; all received being covered by U. S. Department of Agriculture inspections

made not more than 12 hours prior to time of shipment: Each individual case of eggs shall grade U. S. Consumer Grade A and must consist

of edible eggs of which at least 80% are "A" Quality or better; 15%

may be of "B" Quality and not more than 5% may be of qualities below "B." On April 3, the Department of Agriculture Official Grader

at Pine Beach, New Jersey, graded a lot of 100 cases. These eggs, delivered to S. S. Cristobal on April 5, were received at the Canal Zone

April 10 and all were sold by the following Monday. The official grading certificate furnished to the Commissary Division by the Depart- ment of Agriculture showed that 16.67% were "AA," 79.33% "A,"

3.67% "B" and 0.33% were checks (cracks visible only before the candling light). The grading certificate further stated that the eggs were "fresh natural U. S. Grade A Large, shell treated after inspection." This was not an unusual lot of eggs, but is representative of the standard, quality, and freshness of all eggs supplied Commissary cus- tomers under the "Consumer Grade A" label as every lot is similarly

inspected.

L

Zonians who were here

before the late war will undoubtedly recall the

delicious Jacobs Cream

Crackers which were imported from England in those days. They're again

available for export and,

a small supply having just been ordered to permit of a sampling of customer

reactions, should again be

in the retail stores within a month or so. Packed in soldered tins, the crackers

will open up fresh and

crisp.

The current alterations at Balboa Commissary,

Some of you have asked when the Commissaries will again have

the Doulton Hunting and Coaching patterns of dinnerware which

were once so popular locally. Not encouraging to those who have

incomplete sets, the supplier answers that both patterns have been

discontinued and will not be available in future.

^ * * * * *

Milk is an essential part of every child's diet. The average

child should receive a pint and a half daily. Some children grow

best if they receive a quart a day, some if they receive only a

pint. As a rule, not less than a pint and not more than a quart

should be given daily.***** —"The Child from One to Six," U. S. Dept. of Labor

SHEETS AND PILLOWCASES are used by everybody who is anybody, but almost nobody knows anything about them. According to U. S. Federal specifications, there are five main types, numbered according to the total thread count, which are in turn separated into two kinds of sheetings: Muslins, of 112, 128 and

140 threads to the inch, and percales of 180 and 200 threads to the

inch. The lowest thread count material is cheapest, but being

loosely and irregularly woven, wears out quickly. The 128-thread

material is cheap in price, better woven and of medium durability.

The 140-thread muslirf is middle-priced, longest wearing and firmly woven. Of the percales, the 180-thread count material is of medium

durability, expensive and of fine, light construction. It wears well, but not as well as the type 140 muslin. The type 200 percale is the

finest and smoothest of all but naturally most expensive. It will

last longer than the cheaper 180 percale. The types 128 and 140 muslin sheets are sold in almost all commissaries and the type 180

percales, in colors, can be found in the larger stores. Lack of demand does not warrant the shoddy type 112 muslin, or the very

expensive type 200 percale being carried.

although scheduled so as to cause the least possible annoyance to the trade, have resulted in considerable inconvenience to Commissary shoppers while the work was in progress. The friendly attitude and interest of the store's shoppers in this work is appreciated. A new bakery section with bleached birch fixtures and

fluorescent lighting has been added; existing counters and shelves elsewhere in the store are being refinished in the popular bleached mahogany shade and rearranged for maximum shopping convenience. Walls of the lower floor are being refinished in a restful pale green color. When the present alterations are completed, Balboa Commissary will compare favorably with the finest States stores

in design, lighting, and appearance.

BROWN 'N SERVE ROLLS

When the new baked goods section was opened at Balboa Commissary, May 2, the public in the Canal Zon-3 was offered a really new

bakery product, the "Brown 'n Serve", type of yeast rolls which

are reported as having met with "phenomenal" public acceptance

in the States during the past few months since they were first introduced. At first, the new rolls will be sold only at Balboa and

Cristobal Commissaries; later be added to other stores where the demand exists. Any baker who has ever pulled pans of rolls or other baked

goods from an oven has probably wished that his customers could be there to smell the tempting fragrance of his products, and taste

their goodness whife they were hot from the oven. "Brown 'n Serve" rolls are the answer to that wish! The "Brown 'n Serve" products eliminate the chore of mixing,

kneading and waiting for the dough to rise, yet, after baking in a moderate oven (425°) for 7 to 10 minutes, the housewife can offer her familv real oven-fresh baked rolls.

This page is devoted exclusively to news of the Commissaries

prepared by the Commissary Division.
May 5,1950 THE PANAMA CANAL REVIEW

HOUSING PLAN APPROVED

(Continued from page 1) any loyal,

permanent employee to have to live under sub-standard conditions."

Despite this strong support of the

Canal administration's stand on per- manent housing, no funds were subsequently made available in suffi- cient amount to maintain more than

a minor replacement schedule.

On his first visit to Washington to defend the Canal budget after taking

office, Governor Newcomer was re- quested to eliminate a $1,000,000

item for quarters replacement from

his proposed budget because of the

Government retrenchment program.

On his appearance before the

Bureau of the Budget in 1948, he was requested to prepare a long- range, overall housing program which

could be considered.

On the basis of this request,

detailed plans for a 10-year schedule

of replacement and construction were prepared under the direction of

L. W. Lewis, Chief Quartermaster.

This was subsequently reviewed by

Donald M. Alstrup, housing expert

of the Federal Housing Administration, who, in a memorandum to the

Governor in May of last year agreed

with the main premises of the Teare

report and approved the program

proposed by the Chief Quartermaster.

Urgent Need Indicated

"My observation of your present

housing accommodations," Mr. Alstrup wrote, "indicates a very urgent

need for a program to provide for the construction of new units, demolition of some units, and remodeling

of others. I' believe the scope of the

program expressed in numbers of

units to be so provided to be very

reasonable."

This report was forwarded to the

Bureau of the Budget last July and on Governor Newcomer's visit to Washington last October, Budget

Bureau officials requested that he

submit the program to review by

competent and independent consultants. The consulting services of

Skidmore, Owings, and Merrill were

obtained immediately thereafter. Their report, submitted last February, generally approved the housing program as outlined. Backed by

these authoritative opinions, the 10- year housing program has been approved by the Bureau of the Budget

and a request for the initial request

for funds is to be forwarded to Congress as a supplementary appropriation to the Canal's 1951 budget.

Most of the U. S.-rate housing

scheduled for the first year will be

of the composite type. Practically

all of the local-rate housing will be

masonry buildings erected at ground

level of a type similar to those

already built at Paraiso and at Silver

City and Camp Coiner.

Details Still to be Settled Many details of the first year's

program, and those of following

years, will not be settled until funds

have been made available. However,

it is presently planned to execute the

major part of the entire program by

contract. It is planned to use the

Canal building force primarily in demolition, site preparation, and re- modeling work, with no major

expansion in the force. Building

materials for work done by the

Canal and under contract will be

furnished by the Canal.

The report of Skidmore, Owings,

and Merrill expressed confidence in the ability of any one of several

Isthmian contractors to perform the

work. "We interviewed several of them" (local contractors), the report

stated, "and examined their plants

and equipment. We also observed

work which they had done or were in

:;i

^J

TYPE 323 COTTAGE, among the first built in the experimental masonry quarters

erected at Diablo Heights and Margarita, was described as well planned. The floor plan of the house and a picture of one of the new cottages at Diablo Heights are shown

above.

the process of doing. As a result, we

feel that these local contractors are

well qualified to perform the work

contemplated."

The consulting firm expressed the

belief that masonry construction

would be more desirable than composite type in all permanent communities. The consultants also urged

the use of tile instead of metal roofs,

if at all practicable and within per- missible costs. They advised a tele- scoping of the program somewhat

and proposed the development and

standardization of a few types of

houses.

Local-Rate Houses Praised

Of the local-rate houses already in use, the consultants praised the

Type 137 at Camp Coiner and Type

135 at Paraiso as "compact, livable

houses—not overdesigned architecturally, structurally, or mechanically."

They recommended, however, the

abandonment of Types 127, 128, and

129 for 'permanent communities.

The "stilt" or elevated type of

construction on U. S.-rate nouses,

now almost universally used in the

Canal quarters, was a subject of dis- cussion in the report.

"With few notable exceptions," it was stated, "we feel that architecturally, the general house designs are based on a tradition of construction

camp architecture which has little to

offer design-wise in a permanent

community. We feel that little has

been gained in the adaptation of this wooden type of architecture to masonry construction and feel that this design should be abandoned."

In the piace of the "stilt" type of construction, the consultants pro- posed the adaptation of house plans

similar to those used in the new Type

323 at Diablo Heights and Margarita, a one-family house built at ground level. They also suggested

consideration of a wholly new type

of masonry house and submitted a

floor plan. The proposed plan pro- vides for a separation of the living

space from the bedrooms by a wide

covered porch. This would be

adaptable to houses of two, three,

and four bedrooms. (See page 18)

SAN JUAN PLACE in Ancon shortly before the demolition of these houses was

begun is shown in the above view. This is a beginning of the extensive replacement program designed to provide all Canal and Railroad employees with permanent type

houses.
10 THE PANAMA CANAL REVIEW May 5, 1950

Operations Units Chiefly Affected

by Reorganization Slated for July 1

The first fundamental change

since 1914 generally affecting all Panama Canal and Panama Railroad Company units, with the

exception of those in the United

States, will take place July 1. The change will bring a re- alignment of functions, particularly

among the operations units, to improve their operating efficiency

be required in some units, while in others the realignment will be on a major scale. Generally, these regroupings will be made in the present division

levels and the most changes will occur in the Operations Unit. Composing this group will be seven main

bureaus: Health, Public Affairs,

Marine, Engineering and ConstrucPresident, and Military Assistant.

The reorganization will bring practically no change in the work or functions of the five Staff Units,

which are: Management Division

(presently the Plans Section), Law

Division, Civil Intelligence Branch,

Safety Branch, and Special Assist- ants and Boards. No changes of

importance will be made in the

EXECUTIVE ASSISTANT PUBLIC AFFAIRS DIRECTOR

Ernst A. Erbe, who becomes Executive Assistant to the GovernorPresident, with the reorganization, has a detailed knowledge

of the Canal and Railroad. One of the oldest employees in point of service, he has served as Special Assistant to the Governor for the past 1 1 years. His new job is to define and

carry out policies of internal administration and coordination. COMMUNITY SERVICES DIRECTOR

Colonel Richardson Selee, retired, will assume his third top job with the Canal-Railroad when he becomes Public Affairs Director. He served three years as Assistant Engineer of Maintenance before his appointment in August 1948 as Assistant to the General Manager of the Panama Railroad. Most of the important units to be under his supervision are

presently in the Executive Department, headed by E. C. Lombard, Executive Secretary (left) with whom he is shown

conferring in the above picture.

PERSONNEL DIRECTOR

Lieutenant Governor Herbert D. Vogel in conference with Henry

L. Donovan (left) on matters relating to the new Community

Affairs Bureau. Mr. Donovan is no newcomer to the Canal

organization, having entered the service in the Office Engineering Division 20 years ago. Since July 1945 he has served

as a coordinator at the Caribbean Command headquarters.

E. A. Doolan (above), with his Secretary, Miss Isabel Zemer,

becomes Personnel Director July 1. He entered personnel

work with the Canal as an assistant clerk in the division in August 1941. He has served as Senior Clerk, Personnel

Assistant, Training Officer, and Administrative Assistant

before his selection as Assistant Director in September 1948. through a more effective control and

coordination of their activities. Succinctly, the various units will be assembled into five main groups,

each with like or related functions.

These are: Office of the GovernorPresident; Staff Units; Administrative Units; Operations Units; and

Offices in the United States. These groups, in turn, will be

divided into units having the same

general type of functions and work.

Regroupings will be made only

where required to follow this typical

pattern. Practically no changes will

tion, Supply and Service, Industrial,

Railroad and Terminals, and Community Service. In most cases the name of the bureau generally indi-' cates the functions it will embody.

The Office of the Governor- Presi- dent will be reorganized to provide

a compact staff with broad administrative authority to relieve the

Governor of much detailed supervisory and administrative work.

This staff will be composed of the

Lieutenant Governor, Executive Secretary, The Panama Canal, Executive Assistant to the GovernorWashington Office of The Panama

Canal nor the New York Office of

the Panama Railroad Company.

Most of the personnel changes to be made as a result of the reorganization will be at top levels and the

principal ones of these have already

been made public. The reorganization is expected to have but little effect on the rank and file of employees who will continue in their same duties under the same administrative heads they now have.
May 5,1950 THE PANAMA CANAL REVIEW 11

THE PANAMA CANAL

ORGANIZATION CHART

EFFECTIVE JULY 1, 1950

THE PANAMA RAILROAD Co.

E. C. LOMBARD

Executive Secretary

The Panama Canal

GOVERNOR'S OFFICE

F. K. NEWCOMER

Governor- Presiden t HERBERT D. VOGEL

Lieutenant Governor and

Second Vice President

E. A. ERBE

Executive Assistant

to Governor-President

STAFF

1 LAW

DIVISION

PAUL A. BENTZ

General Counsel

MANAGEMENT

DIVISION

W. H. DUNLOP

Chief

SAFETY

BRANCH

G. 0. KELLAR

Chief

CIVIL

INTELLIGENCE

BRANCH

STANTON BROWN

Chief

SPECIAL

ASSISTANTS

and

BOARDS

ADMINISTRATION

MAGISTRATES

COURTS

Balboa RALPH A. CHITTICK

Cristobal E. I. P. TATELMAN

ADMINISTRATIVE

BRANCHI

P. F. SHRAPNEL

Chief

FINANCE

BUREAU

ARNOLD BRUCKNER

Director

PERSONNEL

BUREAU

E. A. DOOLAN

Director

OPERATIONS

1 HEALTH

BUREAU

Major General GEORGE W. RICE

Director

PUBLIC AFFAIRS

BUREAU

Colonel RICHARDSON SELEE

(Ret.)

Director

MARINE

BUREAU

Captain

ROBERT M. PEACHER

U.S.N.

Director

ENGINEERING AND

CONSTRUCTION

BUREAU

Colonel HOWARD KER

Director

SUPPLY AND

SERVICE BUREAU

L. W. LEWIS

Director

RAILROAD AND

TERMINALS BUREAU

A. L. PRATHER

Director

INDUSTRIAL

BUREAU

Captain

JOHN J. SCHIEBELER

U.S.N.

Director

COMMUNITY

SERVICES BUREAU

HENRY L. DONOVAN

Director

Ol?FICES IN U MITED STATE,S

PANAMA RAILROAD COMPANY

New York Office

W. R. PFIZER,

First Vice President

WASHINGTON OFFICE

THE PANAMA CANAL

B. F. BURDICK

Chief of Office
12 THE PANAMA CANAL REVIEW May 5,1950

Harry A. Metzler, Constructing Quartermaster (left), and Carl J. Browne, Assistant Constructing Quartermaster, both are graduates of the student engineer training of the

1930's. F. R. Johnson, Second Assistant Chief Quartermaster, who supervises the Building Division, and Edmund R. MacVittie Building Division Superintendent on the Atlantic Side, also are former Student Engineers.

OLD SCHOOL APPRENTICE NEW SCHOOL APPRENTICE

Hundreds Benefit By In-Service Training

Apprenticeships

Offered In 1906

To AidC. Z. Boys

Liberally sprinkled through the

Canal- Railroad organization are ,many employees holding high superivisory or other responsible positions

iwho owe much in their advancement

;to in-service or on-the-job training.

Among these are one assistant

department chief, heads of two major divisions, and the second- and

third-in-command of several other

large units. While no exact figures are available, it is conservatively estimated

several hundred employees have

received such training and a large

percentage of these have completed

formal courses of instruction. In some units, notably the Police and

Fire Division, all employees are re- quired by the nature of their work to take certain training on the job. In most instances, however, in-service

training is offered on a voluntary

basis for those desiring to learn their

own jobs better as a preparatory step

for promotion.

The overall in-service training pro- gram of the Canal-Railroad is none

too well known among the rank and

file of employees because of sporadic

publicity given various phases which

are of interest in each limited field. However, interest is always highly

manifest among employees eligible

for any given program and generally

there is an abundance of applicants

when selections for such training are made >*. a competitive basis. The Canal has generally kept

abreast of other Government agencies in providing opportunities for advancement by this method and

plans are being formulated for an

extension of in-service training.

Doolan Favors Training

Because of his several years as Training Officer in the Personnel

Division, Edward A. Doolan, who

becomes Personnel Director on July

1, is keenly aware of the importance

of in-service training. In expanding

the program he plans to cover gaps now apparent in the overall program.

: Such a gap, he says, is evident in the

higher supervisory or "middle man- agement" group, which includes,

, among others, assistant division

chiefs, administrative assistants, and

the heads of smaller units. The primary need among this group, he

believes, is a better understanding of the relation of their work and that of

their unit to all others in the organization. While most of these have

had in-service training, in most in- stances it was concentrated on their

particular duties or the work of their

units with too little emphasis placed on the relation to work in other

departments or divisions or the overall Government operations.

The program for this group will be

somewhat similar but on a broader

scale than the successful In-Service

Vincent G. Raymond, Leadingman Machinist in the Mechanical Division, is a

graduate of the old school of in-service

training. He entered apprentice training

in December 1906 soon after the program was instituted. He also has one of the

longest service records of anyone in the Canal-Railroad organization.

B. I. Everson, Superintendent of the Motor

Transportation Division, graduate of a

later school of apprenticeship, is one of several Canal Zone boys who have profited by in-service training and risen to the top.

Training instituted last year by

Francis Campbell, present Training

Officer. Approximately 50 employees representing all major Canal and

Railroad units completed this course designed to assist in the development

of those in Grades CAF 3 through

CAF 7 for supervisory and administrative positions. A similar program

for employees in ratings of GS-4

through GS-8 is presently being or- ganized and the course extending

over a period of about'eight months

will be given to groups on both the

Atlantic and Pacific sides. Perhaps a surprise to many is the

fact that in-service training is no

new-fangled development in the personnel field. For the Canal, it had

its beginning almost when construction of the waterway was begun in 1904. It was soon realized that job

opportunities should be provided for the sons of the men and women

working for the Isthmian Canal

Commission and the first apprentice

training was approved April 12,

1906.

Rules Adopted in 1914 Formal apprenticeship rules were

not adopted until June 1914 and

schooling or class instruction was not begun until February 1915 when

shop foremen in the Mechanical and

Building Divisions were appointed

as instructors.

A more informal but (See page 13)
May 5, 1950 THE PANAMA CANAL REVIEW 13

Hundreds Benefit By In-Service Training

W. A. Van Siclen, Superintendent of the Atlantic Locks, has the distinction of being a graduate of both the apprentice and student

engineer training. He was born and reared

in the Canal Zone.

(Continued from page 12) nonetheless

important form of training was pro- vided by the employment of the sons

of American employees with the

rating of "boy" in various types of work.

Many of the old-timers, some of whom rose to top positions in the

Canal and Railroad, were first employed as apprentices or "boys"

and received with their training the

then princely sum of ten cents, gold, an hour.

Not many of these remain in service, but Vincent G. Raymond,

Leadingman Machinist in the Mechanical Division, and Archie M.

Gibson, Refrigeration Engineer in the Commissary Division, are both

graduates of the apprentice training

of the construction era. Mr. Raymond began his apprenticeship

December 16, 1906, shortly after the

program was authorized, and Mr.

Gibson began his four-year apprentice course December 15, 1910. The apprentice program in the

Mechanical Division almost lapsed

during the early 1920's because of

the lack of work and reductions in

force. School work was discontinued

in 1925 but by 1933 more apprentices were being employed. The

whole program was revived and re- organized in 1935 with formal school

training being inaugurated the fol- lowing year. Whitlock Former Apprentice

A well-known graduate apprentice

of this era was Andrew A. Whitlock,

Superintendent of Production in the

Mechanical Division. He began his four-year apprenticeship as a drafts- man on August 1, 1924, after a few

months employment in other capacities. When the program was

reorganized in 1935 he was made

apprentice-coordinator in the divi- sion and served in that capacity for several years. Philip T. Green has

been the apprentice-coordinator

of aH school training since shortly

after its reorganization in 1935. At about the same time the apprentice program was reorganized

during the middle 30's several other

important in-service training courses were opened to the younger employAndrew A. Whitlock, Production Superin- tendent of the Mechanical Division, is a former student and instructor in apprentice

training. He began his apprentice training

in August 1924 and was later made

apprentice-coordinator when the program was reorganized in 1935.

ees, which have been highly

productive of top supervisory and

administrative personnel

Among these were the Student

Engineer Training program; an in- tensive in-service training program

for supervisory and sales personnel

of the Commissary Division ; and

learnerships in such vocations as timekeeping, accounting, storekeeping, typing, clerical work, and for such employees as motion picture

operator, telephone operator, messenger, and postal clerk. The student engineer program was

inaugurated with the objective of employing young graduate engineers

for two years of training and possible

selection for administrative work.

The program was continued until the

outbreak of World War II at which

time 57 student engineers had been

employed or were in training with

various divisions.

Both F. R. Johnson, Second Assistant Chief Quartermaster, and

Harry A. Metzler, Constructing

Quartermaster, were student engi- neer trainees. Many Student Engineers

Others include W. A. Van Siclen,

Superintendent of the Atlantic

Locks; Carl J. Browne, Assistant

Constructing Quartermaster; Edmund R. MacVittie, Building Division Superintendent^in the Northern

District; Truman H. Hoenke, Locks

Division Engineer; Allen K. Miller,

C. W. Chase, Jr., Roger M. Howe,

Richard R. Potter, and George D.

Dunlap, Engineers in the Electrical

Division; Richard R. Brown, Refrigeration Engineer in the Commissary Division; Charles S. Howe,

of the Meteorology and Hydrography Section; James E. Cole,

Hydraulic Engineer in the Dredging

Division; Howard E. Walling, Engineer in the Mechanical Division;

Earl C. Orr, Chemist, and Howard

W. Osborn, Construction Engineer

in the Municipal Engineering Division. Mr. Van Siclen, a native of the

Canal Zone, is also a graduate apprentice, being the only one in the

organization to have completed both

courses. B. I. Everson, Superintendent of the Motor Transportation Division,

completed an apprenticeship with

the Canal. He is one of several

Canal Zone boys to have begun his climb to a top job with apprentice

training.

Most of the in-service training pro- grams were disrupted and all but

abandoned at the beginning of the war. It is notable, however, that one of great importance to the Canal

work was organized and successfully

presented during this period. This was the supervisory training pro- gram organized by Mr. Doolan soon

after his appointment as Training

Officer in 1943. It was initiated for the specific purpose of training employees urgently needed as supervisors in the rapidly expanding

organization. The training confer- ence method was adopted and about

20 groups were formed with more

than 325 employees from the Electrical, Mechanical, Police and Fire,

and Building Divisions, the Panama

Canal Clubhouses, and the Division

of Storehouses.

A similar supervisory training has

been established since the war in the

Mechanical Division with Leonard

Brockman as Training Officer. It has proved so successful that Captain Joseph L. Bird, Superintendent,

calls it "the best thing that ever happened" in the Mechanical Division. Indicative of the response to in- service training was the voluntary

attendance of more than 60 nonsupervisory employees of the Mechanical Division at a series of lectures on Job Relationship pre- sented by Mr. Brockman recently.

Revive Commissary Program

The Commissary Division is pres- ently reviving its employee training

program which was badly upset by

the expanding force and personnel

changes during the immediate pre- war and war years. The new pro- gram will be based to a great extent on that of 15 years ago when R. A.

Sullivan, Assistant General Manager, was transferred from the Schools

Division as Training Officer. Vincent

J. Clarke, General Manager, has

announced the reassignment of Bart

Elich to duties as Training Officer. Another in-service training pro- gram based on experiences of the

pre-war years is the Graduate

Trainee courses. In effect, it is an

expansion of the old Student Engineer courses with the addition of training in administrative fields. The program was begun in 1948 and

20 graduates in business administration and engineering were employed.

Seven others were employed last year but none has been added to the

force this year largely because of force reductions and the plans for reorganization.

Other on-the-job training being

provided in more specialized fields include the intern and residency

training of the Health Department;

the training center for medical technologists at Gorgas Hospital; the

conference training work in the

Division of Schools ; the (See page 18)
14 THE PANAMA CANAL REVIEW May 5,1950

WEBB TAKES REST

FROM "BELVEDERE"

Clubhouses Offer Customers

Many New Features

Several innovations have been

made in the Panama Canal Clubhouses within recent weeks which

have proved highly popular. This

introduction of new features as well as new entertainment is in line with

the general policy to present the

finest availbble.

Sheet Music and Records

Phonograph records of the most

popular brands are sold at Ancon,

Balboa, Cristobal, Cocoli, and Margarita Clubhouses. Sheet music and

music folios are sold at Balboa, Cristobal, and Margarita. A careful

check is kept on the entertainment

world's bible

Billboard Magazine—

and records and popular sheet music

are carefully evaluated for sale based on the 15 top-selling tunes or records

in the United States. Clubhouse

patrons are thereby kept informed

as to what is currently successful in the United States and are able to keep up with both the new and old

favorites. Should you have a favorite tune or desire a particular piano

or other solo, arrangements can be

made through your Clubhouse for purchase and delivery of such material. Rental Library

At Margarita and Balboa Clubhouses will be found in the magazine

section a large library of best-selling

fiction and other books. New books

are carefully chosen by a nationwide rental library distributor in the

United States who acts as our agent

and ships books to the Canal Zone. Should there appear to be a dull evening ahead of you, it is suggested

that you drop into Balboa or Margarita Clubhouse, get a library card

from the manager, and avail yourself

of these interesting best sellers. Drive-Inn

One of the favorite forms of relax- ing and dining in the United States

is to climb into the family vehicle,

drive to the nearest restaurant where

curb-service is available, and eat good food in the comfort of house

slippers and second-best clothes. Persons coming from theaters or

. dances are also found frequenting

the so-called drive-in restaurant and

lunchroom. The Clubhouses have now made this popular method of

dining available to residents of the

Pacific side by the opening of the

Drive Inn in the library building on

Gaillard Highway. The Inn is fa- mous for its chicken and shrimp in a basket as well as its smothered

steak sandwiches.

Clifton Webb, appearing as the father of twelve children in the film version of the human interest best-seller "Cheaper By the Dozen," coming soon to the Clubhouse

Theatres, states he is glad to have a rest from Belvedere roles. "People were beginning to take Belvedere

too seriously," he claims. "Mothers were

using his name to threaten naughty children.

I've received hundreds of letters from people

who write that when their children become

difficult, all they have to do is say, 'I'm going to send for Mr. Belvedere.' "The part of Dad in my first Technicolor movie, 'Cheaper By The Dozen' is a wel- come change. Belvedere was human, but

very acidulous and precise. Now I am a warm, likeable person throughout the story, though still definitely a character." Webb's studio, Twentieth Century-Fox,

however, feels quite differently about Mr.

Belvedere, and at the moment has writers at work on three new Belvedere scripts. And even Webb is very pleased with his next assignment, "Mr. Belvedere Takes The

Rap." "It's a fine story," he says. "I play

the only holdout on a jury who is eleven to one for conviction. After the jurors are dis- charged, I set out to prove I was right. "But," he adds, "after this film, I want

to play a really despicable character, some- one everybody will hate." That statement seems ironic in view of the fact that Webb's next role might actually be a portrayal of himself in a movie

based on his life. For Webb's life has been as colorful as almost any film script. At the age of seven, he was playing with the Children's Theater

in New York, and at seventeen he was singing in grand opera. A few years later, he was one of the nation's foremost dancers,

achieving such success that he was compared only with Vernon Castle. Migrating

to musical comedy, for more than a decade

he was a Broadway star in such shows as 'Treasure Girl" with Gertrude Lawrence,

CLIFTON WEBB

"She's My Baby" with Beatrice Lillie, and "As Thousands Cheer," With Fred Allen and Libby Holman, he formed the team that made . Broadway history in the famous

"Little Shows" and "Three's A Crowd."

Varying dramatic with dancing roles, he

scored in such stage successes as "Meet The

Wife," "The Man Who Came To Dinner,"

and "Blithe Spirit."

Coming to Hollywood, Webb starred in pictures like "Laura" and "The Razor's Edge," before he helped to add a new phrase

to the English language, "Mr. Belvedere." Many people in Hollywood and on Broad- way are convinced that the story of Clifton Webb would make as exciting a movie as "The Jolson Story." And Webb, with typical Belvedere assurance, counts himself enthusiastically in their number. He has

already finished his autobiography, and

Darryl F. Zanuck has been quick to take an option on it for movie purposes. JOHN GARFIELD PLAYS SAFE,

MAKES FRIEND OF HORSE

The habit of cultivating a friend—even

though he happens to be a horse—paid lib- eral dividends for John Garfield, star of "Under My Skin," scheduled for release in May at the Balboa Theatre. During the filming of the picture, Garfield who plays the part of a shady jockey, was

called upon to do a scene where he walks up

to a racehorse, pats him several times, and

appraises him with the eye of a man well acquainted with thoroughbreds.

The scene should have been routine, except for the fact that the animal acquired

by the studio was an exceedingly finicky,

spirited animal. Jean Negulesco, director of "Under My

Skin," did not particularly relish having

Garfield come within kicking distance of the animal. The scene got under way with misgivings on the part of Negulesco who called out to John to be very careful. Then, to the amazement of the director and the entire crew, the nervous animal not

only quieted down but nuzzled up to the

actor. "I don't get it," exclaimed Negulesco, as the camera recorded a perfect take. "Why,

that horse acted like he knew you."

Garfield confessed that he had been

informed the horse was highly spirited and

had started several weeks before going to the stable to feed the animal carrots.

"I figured it would be a lot safer," said

Garfield, "if I made up to him. After all, like any prospective bridegroom, it seems

the way to a horse's heart is through his stomach."

HIGHLIGHTS

"Black Hand," coming attraction at the Balboa Theatre, is M-G-M's shattering,

suspenseful drama of a courageous man, a

terror-ridden people, a gang of desperate

criminals and a girl who thought she had

the answer. Set in New York City and

Naples, Italy, shortly after the turn of the century, it unfolds the adventures of a roung man who comes to America from

taly with one purpose—to avenge the murder of his father. Gene Kelly, iti a portrayal far removed

from his usual song and dance roles, plays a tough, ruthless man who mission in life

is to destroy an idea as well as an extortion mob preying on the immigrants located in New York's "Little Italy." It is Kelly's

first straight dramatic role in seven years

This page is devoted exclusively to news of the Clubhouses and Theaters

prepared by The Panama Canal Clubhouses.
May 5, 1950 THE PANAMA CANAL REVIEW 15

Captain Swinson, 20 Years A Ship Master,

Heads Staff of Old-Timers on S. S. Ancon

(Continued from page 4) York State

Nautical School in 1918 and then

spent about a year on Army trans- ports between New York and France. He served as junior officer for the

American Line on ships between

New York, France, and Germany,

and from 1924 to 1926 worked for the Munson Line on vessels in the

New York-South America trade. In

1926, he acquired a wife and soon

after, a job with the Panama Line

which provided more regular runs back and forth to his home in New

York. During World War II, he

served as a Navy commander on

ships in both the Atlantic and Asiatic War theaters. He returned to the Panama Line in March 1946 and came out with the Ancon when she

became a civilian ship.

William Schwamm, Chief Steward,

is the man who is largely responsible

for the general comfort of travelers and the food which meets with

almost universal approval of pas- sengers on the Ancon. He is an

exacting man who makes it plain

that good food is no accident. The

products that go into meals on the

Ancon are first quality and there can

be no question about it, he explains.

If his order calls for 300 pounds of roasting chicken, 12 to a box, 4 to 4| pounds each, fresh, frozen, U. S. Grade A (a typical order), no variation from those standards are ac- cepted. Everything is inspected

before it is taken aboard and if the

quality is not that specified, it is returned to the seller. From there on out, the cooking

must be right, and that operation is in the hands of Carl Beinert who

celebrated in April, 49 years as a cook in hotels and aboard ships. He

counts among the persons for whom

he has cooked in those years, many

Clubhouses Provide Variety

In Services, Entertainment

The Division of Clubhouses maintains that "it's fun to serve the community." This attitude has built up

in recent years and will be even more

evident in the future. A partial box

score of this team, as revealed by the

Director of Clubhouses in a recent

interview, follows: The Clubhouse Division, employing some 1,100 persons, is an entirely

joined the Panama Line the follow- ing year. He was employed on

United Fruit ships from 1931 to 1938

when he returned to the Ancon. He

served on the Cristobal from 1941 to 1946, through its service as an Army

transport, and returned to the Ancon

when she reverted to civilian status

after World War II.

Chief Steward William Schwamm,

left, and Carl Beinert, Chef

well-known persons, among them,

the former German Kaiser who ate

his food on the former yacht Hohenzollern, now the cruise ship Stella Polaris.

Mr. Schwamm, a native of Germany, served a four-year apprenticeship as a cook and was employed in various German hotels until 1925

when he first went to sea on the

Hamburg-American Line. He came

to the United States in 1927 and

Chief Engineer Malcolm I. Gatheral

Chief Engineer Malcolm I. Gatheral is a native of Scotland and

served an apprenticeship as a machinist in Edinburgh before coming

to the United States in 1923. He

went to sea about a year later on the

Panama-Pacific Line and in 1928,

went to the American Export Line,

serving as assistant engineer on cruise

ships in the Mediterranean. He has

.been employed by the Panama Line

since 1937. Mr. Downs was born in Bridgeport, Connecticut, and served as

solicitor and terminal manager for Seaboard Freight Lines at Bridgeport and Stamford for two years

before his employment as assistant purser on the Ancon in 1939. He

served in the Army in England,

France, and Germany during World

War II, then returned to the Panama Line as chief purser on the

Panama when it went back into ci- vilian service. He went to the Cristobal later the same year and as- sumed his present post on the A neon

in June 1947. Together these men are responsible for the operation of the Ancon,

with which many Canal and Railroad employees will make or renew

acquaintance during the coming summer vacation months.

This is the first of a series of three

articles on the Panama Line ships.

The others will deal with personalities

of the S. S. Cristobal and S. S. Panama.

self-supporting agency operating on

revenues received from the sale of

goods and services to government

employees and their families. During the period 1940 to mid-1945, the

population of the Zone was at its peak, and all agencies, including the

Clubhouses, operated at full capacity. As a result income soared to unprecedented heights and profits

accumulated proportionately. A comprehensive program of rebuilding

and improvement to existing Clubhouse facilities and the construction

of new projects was subsequently

undertaken with surplus funds accu- mulated during the period of prosperity.

Visible evidence of Clubhouse improvements is to be found first of all in the Balboa Theater, where Zone

residents may now enjoy the finest

in motion picture entertainment

under the most satisfying conditions.

The Pacific Bakery at La Boca was

constructed to permit centralization

of all Clubhouse baking on the Pacific side. From it flows a steady

stream of delicious pastries and light

fluffy bread. The interiors of Balboa

Ancon, Pacific, Camp Bierd, and

Cristobal Clubhouses were remodeled and beautified, and the kitchens were modernized, combining more

attractive surroundings with the

demand for an efficient operation.

The Clubhouse Division is also very proud of the fact that the sur- plus realized during the busy war

years has enabled it to assist all Zone

communities. Some of the improvements already accomplished are the

night-lighting facilities at the Balboa

and the Mount Hope Stadiums;

installation of barbecue (See page 18*

A SIGN OF GOOD ENTERTAINMENT

is that of the new Balboa Theater which

is already familiar to thousands of theater-goers on the Isthmus. The

modern and air conditioned theater,

featuring first-run pictures and the top

in entertainment generally, has proved

its popularity by a record of more than

100,000 admissions since it was opened

late last year.
16 THE PANAMA CANAL REVIEW May 5,1950

The Canal-Railroad Honor Roll

Within another few months, less than 100 Canal and Railroad employees who came to the Isthmus from

the United States during the Canal

construction period will remain in service. The past year saw the number

almost halved and 11 names were dropped from the rolls during the

first quarter of this year. There are now only 106 in service and of these

only 27 have unbroken service rec- ords and only 47 hold the famous

Roosevelt Medals, given for two or more years of continuous service

before April 14, 1914. The list contained 182 names just one year ago. This honor roll of old-timers now

contains no names of those who

came to the Isthmus in 1904 and

1905. There are only two who

entered the service in 1906 and only

13 were here when Secretary of War

William Howard Taft landed in Cristobal on January 29, 1909, with

a commission to investigate the

Canal work.

In addition to those Americans

who came to help build the Canal

there are many of other nationalities

who served through most of the construction era. In practically every

Canal and Railroad unit are to be

found several veterans in service who

came to the Isthmus from their

homes in the West Indies when "the

big ditch" was being dug.

Two well known non-citizen

employees on the U. S.-rate rolls who

entered the service during the construction period are Alfred E. "Fritz"

Marti, native of Switzerland, employed in the Section of Meteorology

LONGEST SERVICE EMPLOYED IN 1907

Thomas J. Ebdon, Lock Operator at Gatun, completed his 43rd year of contin- uous service on May 4. He is the only

American with an unbroken service record dating back earlier than 1909. He came to the Isthmus in May 1907 and

worked the remainder of the construction

period as a machinist in the Mechanical

Division and as a locomotive engineer on

the Panama Railroad. He transferred^ to the Locks Division when it was first organized and has served only with that division since. His transfer was dated July 16, 1914, just one month

before the Canal was opened to traffic. Several look operators were so transferred before the Canal opening to acquaint themselves with the wholly new machinery and

work.

and Hydrography, and Enrique de la Ossa, Panamanian citizen employed

in the Receiving and Forwarding

Agency. Mr. Marti entered service

March 9, 1907 and Mr. de la Ossa on

Miss Florence E. Williams has the earliest service date of any woman in the CanalRailroad organization and the third earliest of any American employee. She came to the Isthmus in July 1906 aboard the old

S. S. Allianca and entered service the fol- lowing March as a telephone operator at Culebra. She lacked only a few months of having enough construction-day service to wear the Roosevelt Medal. She is perhaps the only remaining

employee in service to have been one of the

invited guests to see the first shovelful of

dirt removed for the Gatun Locks. Her

father, Henry J. Williams, was employed

for many years in the Panama Railroad

office in Panama City.

She reentered the Canal service in 1922 and has been continuously employed since

in the Department of Finance.

July 12, 1911. Both have continuous

service records.

The complete list of veterans of the Canal construction who came to the Isthmus from the United States and

the dates they entered service are as follows. Names of employees in capital letters indicate unbroken service:

1906 Harold A. Shafer—August 10 Vincent G. Raymond—December 16 1907

Florence E. Williams—March 1 Raymond L. Burmester—April 17 THOMAS J. EBDON—May 4 Jonas E. White—October 5 Frank H. Wolf—December 19 1908

Nell M. Wardlaw—June 9 Esbon S. MacSparran—June 22 Margaret C. McCormack—August 21 Charles P. Harrison—September 23

Charles P. Morgan—October 26 1909 JOSEPH H. STILSON, Jr.—January 1 Aloysius P. Ridge—February 1 Archie M. Gibson—April IS

J. Wendell Greene—May 5 JAMES R. WILLIAMS—May 14 Adrien Marie Bouche—July 2 A. LYLE PRATHER—July 24 ALBIN B. FORSSTROM—September 9 John E. Ridge—October 20 1910 MAX R. BOGGS—January 13 George H. Cassell—January 29

Julius H. Bornefeld—February 4 HARRY C. ADAMS—February 11 LEON A. KOPERSKI—February 14 Frank J. Gerchow—March 4 Raymond B. Ward—June 13 Raymond A. Koperski—June 27 William R. Howe—July 1 Vern D. Calloway—Juiy 7 Kieth E. Kelley—July 27 George L. Wright—August 17

Peter G. Flynn—November 16 ALBERT C. GARLINGTON—Nov. 26 Myron R. Herrington—December 23

1911 ERNEST C. COTTON—February 20 Barton C. Woodruff—May 6 William P. Quinn—May 24 Lea K. Dugan—June 6 JOHN D. GALLIVAN—June 30 Herbert T. Souder—July IS Charles Lester—August 18 GEORGE N. ENGELKE—September 5 Bernard W. Mclntyre—September 28

Melville L. Booz—October 2 ROY L. DWELLE—October 5 ARTHUR L. MINER—October 5 Gregor Gramlich—October 14 Berney J. Robinson—October 30

Louis A. Stilson—November 28 Robert A. Patterson—December 7 Frederic E. Williams—December 9

1912 Samuel J. Deavours—March 1 Gustaf R. Holmelin—March 13 Gilbert B. Owen—March 22 Josephine R. Dennis—-April 6 Harland V. Howard—April 22 Robert W. Hutchings—April 26 Ernst A. Erbe—June 1 Fred Frank—June 1 , Gertrude A. Murray—June 1 George F. Miller—June 28 Alba D. Hutchings—August 19 Edward C. Bigelow—September 23 Thomas J. Breheney—November 1 Edward W. Schnake—November 26 FRED W. BRADLEY—December 3 George C. Orr—December S ARTHUR MORGAN—December 16

1913 FRANK CARR—January IS Otto A. Sundquist—January IS Luther L. Long—January 29 Jerome F. Prager—-February 3 Bernard J. McDaid—February 19 SAMUEL ROE—February 28 Leonidas H. Morales H.—March 1 EARLE A. KENT—March 27 ADAM S. MILLER—April 14 David W. Ellis—June 11 L. W. Lewis—June 19 Arthur J. Farrell—June 28 Edward P. Walsh—July 1 George E. Matthew—July 2 Otto C. Frick—July 2 Robert I. Barnes—July 3 JOHN W. MANUSH—July 5 EMMETT ZEMER—July 10 M. R. ALEXANDER—July 12 HARRY A. COMLEY—July 14 Harold P. Bevington—August 16 Newell N. Shaw—October 4 WALTER W. WHITE—October 18

Eric E. Forsman—November 4 James E. Tennien—November 10 Wayne H. Nellis—November 17 Bert G. Tydeman—November 22 Mai LeRoy Dodson—December 10 William V. Brugge—December 17

1914 JAMES G. MAGUIRE—January 20 Theodore A. Long—February 1

1

LEON F. HALLETT—February 14 PHILIP L. SEARS—February 25 Clarendon Sealy—March 6 Marv G. Hammond—March 24 Samuel L. Souder—March 24
May 5,1950 THE PANAMA CANAL REVIEW 17

STATISTICS ON CANAL TRAFFIC

For the purpose of comparison between pre-war and post-war traffic through the Panama Canal, statistics for the fiscal year 1938 are used in this section, as being more nearly normal for peacetime than those for 1939.

Ship Sizes Increase 600 Tons Within 20 Years

Commercial ships using the Panama Canal

today have a carrying capacity of 600 tons

a vessel more than 20 years ago. All classes of vessels have increased in size but tankers,

largely the result of the war, now measure

almost 1,000 tons more than in 1929. Comparative figures just compiled on

Canal traffi c for the calendar years 1929

TANKERS

1929—5,366 Tons

CARGO HANDLED OVER PIERS

(In short tons)

Local cargo received

Local cargo forwarded

Transfer cargo received

Total incoming cargo handled

Rehandled cargo

Transfer cargo forwarded

Total cargo handled and

transferred

First quarter, 1950

Cris- tobal

56,738

7,745

83,051

147,534

3,458

84,752

235,744

Balboa

21,946

15,713

556

38,215

268

578

39,061

Total

78,684

23,458

83,607

185,749

3,726

85,330

274,805

Average

quarter, 1949

All piers

104,205

28,608

72,240

205,053

3,435

73,245

281,733

Average

quarter, 1938

All piers

87,968

9,388

138,386

235,742

1,584

136,127

373,453

1949—6,324 Tons

20- Year Increase, 958 Tons

1938 and 1949 tell the story of a steady

increase in the size of ships. Gains were shown each decade in tankers, cargo ships, and cargo-passenger vessels, the three main

classes which make up the ocean-going commercial traffic through the Canal. Cargo and cargo-passenger ships showed a

large gain between 1929 and 1938 and a CARGO-PASSENGER

1929—4,477 Tons

1949—5,019 Tons

20- Year Increase, 542 Tons

lesser gain in the next ten-year period.

Tankers, on the contrary, increased only 227 tons in size between 1929 and 1938, but

averaged 958 net tons, Panama Canal measurement, more in 1949 than 20 years before. Cargo and cargo-passenger vessels averaged

4,477 tons in 1929; 4,913 tons in 1938; and

5,019 tons in 1949, a 20-year increase of 542

tons, or 12 percent.

Because of the variation in traffic of small commercial vessels of over 300 tons, comparative figures on these are inconclusive. Although a decrease in the size of these

ships was shown in comparative figures for 1929 and 1938, the average size of this class of vessels transiting the Canal last year was

722 tons above that in 1929.

Before the war there was considerable

traffic through the Canal operating on

feeder lines from Cristobal to Central and

South American ports on the Pacific. This

trade has now practically disappeared and

vessels in this category are now slightly larger than before the war and are operating

Approximately one-third less local cargo was received on the Balboa and Cristobal

piers during the first quarter of this year than the average quarter of last year. This marked decline, as applied to the work load on the piers, was practically offset by gains

in the tons of local cargo forwarded and the amount of transfer cargo received and for- warded. The overall loss was less than three

percent. Comparative figures on the amount of

cargo being handled over the piers now and

in 1938 show a substantial gain in the amount of local cargo being shipped out of the two ports, but heavy losses in other cat- egories of cargo handled. The total cargo handled and transferred during the first three months of this year was listed at 274,805 short tons, as compared with 373, 453 short tons for the average quarter of 1938, a drop of approximately 25 percent.

TOTAL NUMBER AND TONNAGE OF VESSELS

1929 1938 1949

Ships 4,778 4.565 4,522

"Tons 21,394 22^27 22,694

Ships 1,199 545 443

"Tons 6,430 3,129 2,801

Ships 288 489 79

"Tons 236 296 122

Ships 16 27 40

*Tons ** 10 28

Ships 6,281 5,626 5,084

*Tons 28,060 25,862 25,645

Tonnage shown in thousands. ** Displacement Tonnage

AVERAGE SIZES AND INCREASES

1929

Size

1938 1949

Size 10-year

Increase Size 20-yearIncrease

4,477 4,913 436 5,019 542

5,366 5,743 227 6,324 958

Small commercial (over 300 tons) 821 605 *216 1,543 722

4,479 4,617 138 5,079 600

* Indicates decrease.

over some of the main trade routes. In the accompanying statistical charts, it will be noted that the cargo and cargo-pas- senger ships transiting the Canal in 1949 had a load capacity of 1,300,000 tons more

than 1929 (a peak year of the Canal operations) despite being 256 less in number.

The figures shown in these charts are in Panama Canal net tonnage measurement

but cargo statistics for these years show

these vessels actually carried more cargo, roughly equivalent to the tonnage statistics.
18 THE PANAMA CANAL REVIEW May 5, 1950

CLUBHOUSES PROVIDE VARIETY

IN SERVICES, ENTERTAINMENT

(Continued from page IS) pits and other

picnic facilities at Summit Gardens picnic area ; active participation

in the summer recreation program;

the purchase of roller skates and the

operation of rinks in various communities; and the improvements at Hideaway Beach. Plans now underway include the construction of a modern swimming pool and refresh- ment stand at Silver City, and the

modernizing of the Balboa Swimming Bool. Although it is the policy of the

Division to keep prices as low as

possible and still earn enough to pro- vide necessary community services

and meet all obligations, it was found

necessary in July 1949, to increase some restaurant and soda fountain

prices to meet the rapidly increasing costs of raw materials and payrolls. The unsatisfactory condition was also attacked by an all-out pro- gram to curtail expenses wherever

such curtailment did not affect public service. Clubhouse activities were

also expanded to include new services heretofore unavailable to local residents: the opening of a drive-in restaurant at Ancon; the sale of phonograph records, sheet music,

home remedies, and convenience

items in merchandise sections; and

the installation of rental libraries at Balboa and Margarita. As a result of the above, the Division has been

able to "remain in the black" for the current fiscal year. The Clubhouse Division is always on the lookout for worthwhile live entertainment, professional or amateur. In connection with various

local groups, the Clubhouses have

presented on their stages or assisted

in the sponsoring at'popular prices

of such outstanding attractions as the Alicia Alonso Ballet, the Louisi- ana Minstrels, the world-touring

Spanish dance troupe, Chang the

Magician, the National Ballet School

of Panama, the Jack Blunder Circus,

and others. Recent or coming attrac- tions at the Balboa Theater are the

Gamma Chi Revue and the annual

Dorese Waites' Dance Revue. The

Division will be prominent in the

handling of details for the forthcoming presentation of Cab Calloway at the Balboa Stadium.

The Director of Clubhouses, in his Mississippi drawl, gives all credit for Clubhouse improvements and the

essential part played by the Division

in community affairs to the Canal

administration and his hard-driving

employees. It can be seen, however,

that he strives to coordinate the

"know how" and efforts of all Clubhouse employees, giving due consideration to the human factor, in striving towards his goal of more and

better service to the communities.

With the continued support of Clubhouse facilities by the residents

of the various Canal towns, for whom these facilities are provided,

the Clubhouse Division will remain

in a position to return to the employees all profits realized, through additional improvements and extensions

to public service.

CANAL TRANSITS-TOLLS PAYING AND FREE

January-February-March

1950 1949 1938

Atlantic

to

Pacific

Pacific to Atlantic Total Total Total

Tolls-paying vessels: 737 725 1,462 1,227 1,386

Small 163 144 307 320 219

900 869 1,769 1,547 1,605

138 149 287 330 139

Total tolls-paying and free 1,038 1,018 2,056 1,877 1,744

* Vessels under 300 net tons or 500 displacement tons. ** Exclusive of Panama Canal equipment.

Hundreds Benefit From In-Training Service (Continued from page 13) postal trainee

group ; and several others of a similar nature. One of the most noteworthy

in-service training programs made

available in recent years to a

limited number of Canal-Railroad

employees is the administrative in- ternships conducted under the sponsorship of the U. S. Civil Service

Commission, in Washington, D. C.

Eight employees have been selected

and have completed the training.

Schools Lend Aid

An important part in the overall

in-service training in the Canal Zone

has been the special courses offered

by the Canal Zone Junior College in

its extension classes. Such courses important to the ambitious employee

as business English, Spanish, higher

mathematics, business law and administration, and others are presently available.

Plans are being made to add

additional courses if the demand

warrants. Dr. Lawrence Johnson

and other school officials are .cog- nizant of the importance of providing

formal instruction in fields directly

related to the Canal enterprise and

are working closely with Personnel

Division on plans for future ex- tension courses^

Housing Plan Approved

{Continued from page 9) However, the selection of the

types of construction is a matter for decision from year to year with rela- tion to costs of materials and much

is to be said for both the elevated

and the "on the ground" designs.

The elevated type contributes to privacy, has advantages as to ventilation, provides play space for children

during inclement weather, furnishes

laundry drying space, and allows for the construction of garage and servants' quarters with economy in the

use of ground. The local-rate employees have stated a decided

preference for the elevated type

house while the opinions of the U. S. rate employees are' divided on the

subject. Practical experience in the

construction of housing in the Canal

Zone has resulted in the development

of types suited to the peculiar local conditions although they have contributed to a trend of monotonous

repetition. This experience has demonstrated the general advantages of

livability of the elevated type house.

The particular advantages of the

masonry "on the ground" type are presented in the report of the consulting firm. Relatively few changes in site planning were suggested and the

landscaping program being followed was termed excellent. The principal

change suggested in proposed sites was the abandonment of any plans

for permanent housing at Camp

Bierd.

Economic Facts Dictated Decision

(Continued from page 3) funds to keep

men and machines idle. "Under these circumstances, it developed into a choice between

which of the two shop areas to close. The decision in this was based on a few incontrovertible facts which may

be briefly summarized as follows: The bulk of shipping to Canal waters

is in the Atlantic with Cristobal as the port of call; with few exceptions,

the Cristobal Shops can handle any

normal job that can be done at Balboa; work originating on the

Isthmus can be done at either of the

two shops without appreciable dif- ference in costs; the expected workload for the immediate future would

not support the extensive facilities located in the Balboa Shops which

were greatly expanded for wartime

work; and, the Cristobal Shops,

being more compact, can be operated

with greater economy.

"While the move will require an

immediate outlay of approximately

$150,000, a failure to make the

transfer at this time could easily

result in future losses amounting to as much as $500,000 a year. There

are no sources from which we can

cover losses of this magnitude.

"Further reductions or furloughs can no longer alleviate our condition

for two reasons. First, it requires a

certain number of employed people

to earn sufficient income to support an industrial plant and, second, with

the variety of crafts we must employ,

further reductions would seriously

hamper our ability to do a job of any consequence. The only answer

is to retain a force which we can keep busy and man the plant which

is the most economical to operate."

[Editor's Note. Transfer of the Mechanical Division activities from Balboa

to Cristobal, begun March 27, was sus- pended April 11 on instructions from

the office of the Secretary of the Army

to permit additional study of the

problem.]
May 5,1950 THE PANAMA CANAL REVIEW 19

FREQUENT PANAMA CANAL CUSTOMER

One of the most frequent customers of the Panama Canal is the United Fruit Company

ship Esparta, shown above passing through

the famous Gaillard Cut. The Esparta made 15 trips through the Canal in 1949 between New York and

Seattle. Together with five sister ships, the

vessels maintain a fast express service between these two ports. On its trips from New York the Esparta

brings general cargo to Cristobal. After

transiting the Canal it picks up bananas at

Gollito, Costa Rica, and discharges them at San Francisco and Seattle. On the return voyage a stop is made at Puerto Armuelles,

Panama, for more bananas which are rushed

to New York for the east coast trade. Built since the war, the Esparta has lines

like a private yacht and belies its size and

carrying capacity in appearance. It has a

registered gross tonnage of 7,075 tons. It is a fast ship with a cruising speed of 18 knots and carries 12 passengers.

Canal CommercialTraffic Near Pre-War Peak

Increased United States intercoastal trade

as well as increases in shipping from the east coast of the United States to Central and

South America brought Panama Canal

commercial traffic for the first quarter of

this year to a level comparable with the peak years of the 1920's. A total of 300 ocean-going, tolls-paying

vessels transited the Canal on the inter- coastal run during the first three months of the year which was more than double the number for the first quarter of 1949 and

considerably higher than the same period in 1938. Shipping between the United States

east coast ports and those of Central and

South America has more than doubled since 1938 and 65 more ships were listed in this trade through the Cana 1 in the first quarter

of this year than the same period in 1949. The principal increase in the intercoastal trade through the Canal during recent months has been the result of the large-scale tanker traffic on this route which began in September 1949. This traffic reached a peak

in February of this year but a sharp downward trend was noted in March.

Despite the drop in tanker traffic during

March, Canal statistics on commercial traffic showed the highest number of ships over 300 net tons of any month since March

1939 while tolls exceeded any month since March 1937. Increased shipping over all of the main trade routes in March more than

offset the drop in tanker traffic. Although commercial traffic during the

first quarter of the calendar year has been

higher than the same period in 1938 and

1949, the number of large commercial vessels using the canal during the first nine months

of this fiscal year, ending June 30, is under

that for the comparative period in the fiscal year 1938. Tolls, however, are somewhat

higher because of the heavy movement of tankers which have greatly increased in size during the past 12 years. Both tolls and traffic have shown a consistent increase since the end of the war and

figures for the first nine months of this fiscal year are well above those for the fiscal year

1949. This increase is attributed to the heavy tanker traffic and to the fact that most dry-cargo ships in United States ports were inoperative for about three months

during last fiscal year because of maritime

strikes. Shipping from Europe over the principal trade routes through the Canal is far from

the prewar levels. This is particularly true

in the trade to the west coast of the Americas

although the number of ships plying be- tween Europe and Australia was slightly higher in the first quarter of this year than

the first quarter of 1938. Comparative

figures for the first quarter of this year and

last show a slight increase in the past year

over the main trade routes between Europe

and the Americas.

MONTHLY COMMERCIAL TRAFFIC AND TOLLS

Vessels of 300 tons net or over By fiscal years

Transits Tolls (In thousands of dollars)

Month 1950 1949 1938 1950 1949 1938

July 430 399 457 $1,891 $1,673 $2,030

August . 388 399 505 1,733 1,737 2,195

September 401 415 444 1,795 1,741 1,936

October . 440 372 461 1,985 1,495 1,981

November- - . 439 353 435 1,964 1,455 1 893

December 488 357 439 *«^ 1,506 1,845

January 483 407 444 2,207 1,772 1,838

February 457 373 436 2,121 1,573 1,787

March __ _ 522 447 506 2,327 1,959 2,016

April . 433 487 1,887 1 961 May 421 465 1,880 1,887

June . 417 445 1,863 1,801

Totals for first nine months

of each fiscal year 4,048 3,522 4,127 $18,208 $14,911 $17,521

TRAFFIC MOVEMENT OVER MAIN TRADE ROUTES

The following table shows the number of transits of large, tons or over) segregated into eight main trade routes: commercial vessels (300 net

January-February-March

1950 1949 1938

United States Intercoastal.. - 300 123 264

East coast of U. S. and South America- 297 247 145

East coast of U. S. and Central America. 119 104 30

East coast of U. S. and Far East- _ 164 182 142

U. S./Canada east coast and Australasia 33 52 39

Europe and west coast of U. S./Canada 125 136 271

Europe and South America.- - _, 94 70 134

Europe and Australasia i_ __ 68 60 65

All other routes !_ 262 253 296

Total Traffic 1,462 1,227 1,386
20 THE PANAMA CANAL REVIEW

\ May 5, 1950 =

PERSONNEL CHANGES

MARINE DIVISION

.r-Jll *,

Captain P. G. Nichols, U. S. N.

Captain Robert N. Peacher, U.S.N.

Captain Nichols will complete a three- year assignment with The Panama Canal

this month as Ma-r >erintendent. He

is being dulccclLu uy Captain Peacher who

recently arrived on the Isthmus from Los

Angeles where he was on duty as Chief of

Staff and Aide to the Commander of the U. S. Naval Base. He will become the first Director of the Marine Bureau when the Canal reorganization goes into effect July 1. QUARANTINE DIVISION

Dr. William F. Ossenfort

Dr. Ossenfort, who holds the rank of Medical Director with the U. S. Public Health Service, has been appointed Chief Quarantine and Immigration Officer of The

Panama Canal. He has had many years of service and came to the Isthmus from

Kings Point, Long Island, where he was on duty with the U. S. Merchant Marine

Academy.

Principal commodities shipped through the Canal

(All figures in long tons)

Figures In parentheses in 1938 and 1949 columns Indicate

relative positions in those years. ATLANTIC TO PACIFIC

Commodity

Mineral oils Manufactures of iron and steel Ammonium compounds

Raw cotton Phosphates

Paper and paper products

Sulphur

Tinplate

Cement

Sugar

Machinery

Automobiles

Ores, various Canned food products Coal and coke

All others

Total

First Quarter, Calendar Year

o> = M|©=

Ms

-J"

1950

351,679

348,658

247,736

121,198

97,176

93,908

69,385

62,179

52,706

51,949

51,027

47,824

34,313

33,312

32,785

711,867

2,407,702

1949

584,497 (1) 378,389 (2) 159,623 (4) 77,497 (7) 12,628 (32) 97,507 (5) 88,371 (6) 60,346 (9) 30,813 (13) 11,248 (23) 62,713 (8) 52,853 (10) 26,121 (21) 26,685 (15) 310,152 (3) 757,758

2,737,201

1938

236,644 (2) 362,008 (1) 10,409 (22)

(8)

(6)

(4) (9)

(7)

56,323

67,518

90,274

44,830

56,451 26,719 (14) 32,587 (11) 40,735 (10) 76,102 (5) 7,809 (28) 32,162 (12) 27,867 (13) 881,216

2,049,654

PACIFIC TO ATLANTIC

Commodity

January-February-March

1950 1949 1938

1,434,375 859,079

640,773

445,643

375,329

264,667

191,248

161,706

134,74 7 126,192

75,890

69,416

57,260

53,906

36,405

500,887

68,597 (12) 1,049,050 (1) 518,820 (2) 377,696 (3) 340,356 (4) 251,120 (5) 132,863 (8)

148,330 (7) 160,412 (6) 121,738 (9) 79,667 (11) 64,875 (13) 52,084 (16) 8,784 (22) 44,462 (17) 720,164

498,292 (4) 542,936 (2) 632,901 (1) Nitrate - 531,161 (3) Wheat. . . 267,904 (6) 219,444 (7) 299,404 (5) Refrigerated food products (except

10o,820 (10) 165,473 (8) 20,076(17)

53,179 (13) Wool 37,915 (15) 37,801 (16) Fresh fruit (except bananas). 110,471 (9) 61,750 (12) All others, _ 727,586

Total 5,427,523 4,139,018 4,313,123

Canal commercial traffic by nationality of vessels

January-February-March

1950 1949 1938

Nationality Number of

transits

Tons

of cargo

Number of

transits

Tons

of cargo

Number of

transits

Tons

of cargo

1 238

149

18

British .. .. 224

11

1,365,366 55,684

1,553,180 79,994

27,552

18,384

348

3

1,626,625 10,012

29 29,679

2 38 56 23

1

146,718

14,348 913

27

10

121,458

15,337

161,735

Ecuadorean..

1 2686

19

10

4,021 French 27 137,125 22 132,133 138,303

312,330 30

103

1 18

215,560

181,623 2680

218,163

158,421

96,467

3,839

Italian 79,237 8 29,466 1277

1

31,762

495,136

, 227

11656

6

8

12,155 80,945

413,871

293,533

28,795

28,584

7 27 106

513

5

2

15 45

1

38,655

77,761 455,467

264,951

8,144

28,434

7,266 3,400

33,302

249,334

7,061

Netherlands Norwegian

Panamanian

77 17444

3

2

179,917

848,325

56,087

4,008

2 4,375

14

41

54,047

134,567 28 187,191

1 679

7

2,700

4,552,002

7,773 United States Venezuelan

515

6

3,337,218

11,138 413 2,195,344

2 7,300

Total 1,462 7,835,225 1,227 6,876,219 1,386 6,362,777