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PANAMA gBjBl. \NAL

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Vol. 11, No. 5 DECEMBER 2, 1 ea£on'£ Greeting*

960
\Y. A. Carter, Governor-President

John D. McElheny, Lieutenant Governor Will Arey

Panama Canal Information Officer

tk&±

Official Panama Canal Company Publication

Published Monthly At Balboa Heights, C. Z.

Printed at the Printing Plant, Mount Hope, Canal Zone

N. D. Christensen, Press Officer Joseph Connor, Publications Editor

Editorial Assistants: Eunice Richard and Tobi Bittel

William Burns, Official Photographer

On sale at all Panama Canal Service Centers. Retail Stores, and The Tivoli Guest House for 10 days after publication date at 5 cent each. Subscriptions, SI a year; mail and back copies, 10 cents each.

Postal money orders made payable to the Panama Canal Company should be mailed to Box 5084. Cristobal, C. Z. Editorial offices are located in the Administration Bjilding. Balboa Heights. C. Z.

iNoche de Paz!

(Silent Night)

iNoche de paz, noche de amor! Todo duerme en derredor. Entre los astros que esparcen su luz

Bella anunciando al Niiiito Jesus,

Brilla la estrella de paz,

Brilla la estrella de paz.

[Noche de paz, noche de amor! Oye humilde y fiel pastor, Coros celestes que anuncian Salud,

Cracias y

glorias en gran plenitud, Por nuestro buen Redentor, Por nuestro buen Redentor.

j Noche de paz, noche de amor! Ved que bello resplandor

Luce en el rostro del Nino Jesus. En el pesebre del mundo la luz, Astro de eterno fulgor. Astro de eterno fulgor.

In This Issue

This British lion, symbolic of the strength of the empire, isn't doing much roaring these days, but it soon will be witness to the rough-and-ready noises of a famous mutiny and the modern-day mutineers who

reenact it will be trooping

past this lion for many days

in the swashbuckling clothes

of 18th century seamen. The lion, as you may have

guessed, is located at the

entranceway to the good

ship Bounty, which went

through the Panama Canal

last month on its way to take part in the filming of the

mutiny which made it and its master, Captain Bligh,

famous. For more pictures of the ship and its accoutre- ments, turn to pages 16 and 17.

When heavy objects come tumbling from above

in Canal workshops or on construction projects, injur)

to someone standing below often is avoided because

the would-be victim is wearing a hard hat, designed

specifically to protect his head against serious injury.

The Company-Government Safety Branch does much

of the planning which prevents injuries to Canal employees. How the Branch performs its duties is des- cribed on pages 9-11. And for a tale of an Englishman

who apparently never went to sea but nevertheless played a major role in establishing safety on the high

seas, see the article on page 5.

Index

Check the Plimsoll.

Homemaker for Homeless Pets

Snowflakes in Panama.

75 Years of Swimming .

They Plan for Safety . Mule Drivers Look Back .

Examination at the Crossroads

Worth Knowing .

5
Lilies fanning out from Canal indicate major trade routes, while darkened areas show leading users of waterway.

Meeting Place Of The World

Commerce and culture

both benefit from meeting

of East and West at

the Isthmian crossing

When Rudyard Kipling wrote, "Oh,

the east is east and the west is west and

never the twain shall meet," he was not

thinking of commerce between the two

halves of the world but was referring

to the vast cultural differences which

separate them.

In the field of commerce as well as

culturally, however, the two areas have

been meeting for several hundred years and never in greater degree than during

the past year at the Isthmus of Panama,

where the Canal which joins the oceans

serves as the link connecting them.

Last vear, both east and west and the economies of countries in each enjoyed

record-breaking benefits from the Isth- mian waterway, as it carried 60 million tons of cargo from ocean to ocean at lower cost than it could have been trans- ported in any other way.

This unprecedented volume of cargo was carried by 10,795 ocean-going commercial vessels registered in 38 nations and carrying goods from and to virtually every point on earth. The billions of dollars worth of cargo which passed through the Canal ranged

from refrigerated food products to iron

ore, thus including both finished pro- ducts which were ready for use and raw

materials for the maws of the world's expanding industrial machine.

Owners and operators of the cargo

carriers passing through the waterway

were very much aware of the savings

resulting from the Canal's existence,

coupled with the efficiency of its working force and the international public

utility concept under which it is operated by the United States. Even as the waterway was carrying

The Panama Canal Review
a record volume of cargo, improvements

were being made to increase its capacity

and the speed with which ships can

transit. As 1960 drew to a close, the Marine Bureau reported that the aver- age time spent in Canal waters by ships

transiting the waterway had been re- duced from an average of 17 v

2 hours

in 1957 to 16 hours in October 1960. Further improvement is expected as projects now under way are completed.

The importance of the Canal to world commerce and to the entire economy

of various nations whose products move

to market through it is pointed up by

a glance at some of the cargo movements registered during the past year. Copper and iron mines on the west

coast of South America sold 6,735,000

tons of ore to industry on the east coast

of the U.S. Wheat farmers in Canada

and on the west coast of the United

States sold 1,138,000 tons of wheat to Europe, Asia, Africa, and South America. Banana growers on the west coast

of Central and South America, including

Panama, sold 1,232,000 tons of bananas

to the east coast of the U.S. and to Europe. European iron and steel manufacturers moved 758,000 tons of pro- ducts through the waterway' for sale on the west coasts of North and South

America and beyond.

The presence of the Canal and the

low-cost transportation which it offers made much of this commerce possible

by keeping costs to the eventual con- sumers low enough to make it economical!) feasible for them to buy the pro- ducts offered.

• The men and women of the Panama

Canal can take pride in the fact that if

all the ships which transited the water- way during the 1960 Fiscal Year had

gone around South America instead of making the Isthmian crossing, they

would have added thousands of miles

to their trips and millions of dollars to the cost of the cargoes they carried. In

fact, the total extra expense to world commerce would not have ended there,

because the additional mileage would

have meant that more ships would have

had to be built and operated to carry

the same amount of cargo in the same

period of time. Some industries, notably banana plantations on the west coasts of Central and South America and ore mines in various parts of the world, exist where

thev do largely because of the Canal.

Still others, such as the U.S. steel in- dustry, have been spared the expense of building duplicate facilities on the west

coast because supplies for its plants in the eastern part of the U.S. can move

through the Canal at low cost. Nowhere is the meeting between east and west more highlighted or apparent

than in the increasing traffic between the

Atlantic nations and the Asiatic area. During 1960, more than 16 million tons

of cargo passed through the Canal on

its way between these areas. This was

an increase of more than 30 percent over

traffic between these areas through the Canal in Fiscal Year 1959. Much of the increase was a direct

result of Japan's increasing industrialization. Buying materials from around

the world, many of which are shipped

to her through the Isthmian waterway,

Japan has climbed to a high position

among the world's commercial nations. This is demonstrated by the amount of cargo passing through the Canal to and from Japan. In 1951, this traffic amounted to about 3 million tons and

represented 10 percent of all Canal

cargo that year. In 1960, this volume of cargo had climbed to 12 million tons, or about 25 percent of all Canal shipments.

The 1960 movement of cargo be- tween the west coast of South America

and the east coast of the United States

also demonstrates the increasing value

of the Canal to different parts of the

world. In Fiscal Year 1951, total tonnage

through the Canal between these two

parts of the Western Hemisphere totaled

slightly more than 4 million tons; in Fiscal Year 1960 such shipments totaled well over 10 million tons. While more than 10 million tons each

of petroleum and ores moved through

the Canal during 1960 to claim the top

spots in volume products transported

through the waterway, thousands of tons of all kinds of other products

pointed up the fact that all types of industry is served by shipping across the Isthmus. With most countries of the world

participating in the increasing volume

of shipping through the Canal, it is vir- tually impossible to accurately deter- mine all of the influences which the waterway has had on the growth of national economies throughout the world,

but the volume of shipments indicates

it has been considerable and will be

even greater in the years ahead.

Six ships flyings flags of as many nations as they arrive at Pedro Miguel Locks symbolize

role the Canal plays in world commerce and the benefits it provides to national economies.

December 2, 1960
It's a small mark, but it provides a margin of protection for

both ship and crew. Sailors watch it and so do Canal officials

The arrow in this picture of the Plagiara shows approximate location of Plimsoll mark. Check the Plimsoll for Safety

In addition' to the payment of tolls, one of the requirements which ships must meet before being allowed to transit the Panama Canal is to be safely and

legally loaded, according to the rules and regulations of the Panama Canal. This requirement is easily checked

by Canal admeasurers and other officials by a glance at both the Plimsoll mark

carried on the side of the ship about

midway between bow and stern and the

draft marks at the bow and stern. The Plimsoll mark, a little insignia

of parallel lines on the side of every ocean-going vessel, serves as the basic loading guide for the ship, showing the depth into the water that it can be

loaded legally and safely, according to national laws and international treaties. The lines, two on the right of the mark and three on the left, are to show

safe load limits under various water and weather conditions for the seasons and for the particular part of the world

in which the ship will sail. By protecting

against overloading, the lines serve to avoid unnecessary danger to the crew and cargo. Because the ship must pass through

fresh tropical water at the Canal, the

safe loading line which appears at the

The Panama Canal Review 5

very top of the Plimsoll mark is the one which draws the most attention from

Canal officials. The ship can be loaded

to the top of this line, which is labeled "TF." The maximum draft for any ship using

the Canal is 36 feet, so Canal officials also take the draft marks into consideration. If they indicate that the ship is drawing more than 36 feet of water, it

is not permitted to transit, even though

the Plimsoll mark shows it to be loaded

safelv. Just as the "TF" line at the top of the Plimsoll mark has a meaning of its own, so do the other lines of the mark

have individual meanings. Immediately

beneath the "TF" line and, like it, pointing to the right, is a line labeled "F." This indicates the depth to which the

ship can be loaded for sailing in fresh water in certain areas of what is known

as a Summer Zone. The top line of the three on the left

is labeled "T" and indicates how far into the water the ship may be loaded

if the voyage is to be made within certain tropical areas. Directly under the "T" line is one

labeled "S," which again is in reference

to the Summer Zones, but is in relation

to areas other than those covered by the "F" line above and to the right. The

bottom line on the mark is labeled "W"

and indicates the level to which the ship can be loaded for winter sailings in certain areas. Seamen of today owe much of the

protection they have against unnecessary danger at sea to the man for whom

the Plimsoll mark is named, Samuel

Plimsoll. As far as is known, Plimsoll,

who was born in England in 1824, never went to sea himself, but he spent a life- time fighting for the rights of seamen. He entered Parliament as a Liberal member in 1868 and began his efforts to have legislation adopted to improve

conditions on British ships. His first try was unsuccessful, but in 1873 he was

successful in getting a bill passed. Plimsoll considered the first bill inadequate,

but was resigned to it as the first legisla- tion of its kind anywhere in the world. The following year, however, largely

because of public demand aroused" by

Plimsoll's fight. Parliament amended the

original bill into the Merchant Shipping

Act, thus paving the way for legislation

which gradually improved the lot of

British seamen and, again gradually, seamen throughout the world"
Homemaker For Homeless Pets

The Canal Zone

SPCA doesn't run

a pet shop, but it

takes care of animals and finds

them new homes

if necessary

Theresa Rose and Mary Jane, daughters of Sgt. and Mrs. Richard Zabawa of Fort Kobbe,

with kittens the family gave away with aid of SPCA before transferring from Isthmus.

"Dear Santa,

"I want a cnte little kitten more than

anything else for Christmas. I would

like one which is mostly white with a few black spots. If I can't have a kitten, though, I'll take a nice dog with a waggly tail and ..."

That kind of letter from a little Suzie

or Tommy poses no special problem for a Stateside Santa, who has pet shops

only a phone call away. But things are

different on the Isthmus. Or were, that

is, until two years ago, when the Canal

Zone Society for the Prevention of Cruelty to Animals was founded.

Backed by both civilians and members of the Armed Forces, the SPCA has moved in to bridge the gap between

humans looking for pets and pets looking

for humans.

The organization has been so successful in its efforts that it now has a long

waiting list of people who want pets. Quite a few persons on the list want

watchdogs and one request is quite

specific: it is for a "fierce watchdog."

Others are not so specific, asking only

for a dog, while still others specify a German Shepherd, Cocker Spaniel,

Boxer, or other breed. Also on the list is a home for a white

cat, two families who want parakeets,

and one person who wants a female

turkey.

On the other side of the fence, so to speak, are families faced with transfers and unable to take their pets along.

They look to the SPCA for help in find- ing a good home for their pet rather than offering it for sale. The SPCA

makes sure the recipient does supply a good home, requiring a written assur- ance to that effect and following up

with a visit to the home after the pet

is supplied.

Before the SPCA was organized here, the dogs, cats, and other small pets

being left behind or disposed of by

families were destroyed after a four-day

stay at the Corozal Animal Hospital,

where they were impounded. But in the

relatively short time the SPCA has been

operating, homes have been found for 357 animals. During 1960, a total of 116 animals have been placed by the SPCA Adoption Committee.

Not all of the animals befriended by

the SPCA are cats or dogs. One of the most publicized was Tingat, an abandoned race horse, whose new owner is Police Capt. William H. Munyon of Gamboa Penitentiary. The SPCA members have set broken wings for disabled

birds and have befriended both ocelots and sloths. The sloths represent some

special difficulties, for they will eat nothing but eucalyptus leaves, which

they must pick themselves, while hanging upside down.

Sometimes the unexpected happens

in caring for homeless pets. Two SPCA

members once gave temporary homes

to a couple of female dogs. One of the members found herself, overnight, with

a mother dog and six puppies on hand.

Civic minded officials and the general

public on the Isthmus have joined in support of the SPCA, a non-profit or- ganization which raises funds through

pet shows, horse shows, musical concerts and membership fees. As a service organization, it does not charge anyone

for a pet received through its efforts, but contributions are welcomed.

At present, the Society has 236 members, headed by Governor and Mrs. W.

A. Carter and Lt. Gen. and Mrs. Robert

F. Sink and including other high ranking

officials of the Company-Government

and the Armed Forces. The 1961 Executive Board officers are: B. A. Darden,

president; Mrs. Berta Lewis, vice president; Miss Janet Childress, treasurer, and Mrs. Frances Hunnicutt, secretary;

6 December 2, 1960
Snowflakes

In

Panama

Not the real McCoy,

but they are attractive—

and they won't melt.

Toolhpick snowflake rivals natural Jack Frost product for artistry.

Christmas on the Isthmus, temperature-wise, may appear to have much in common with July in other climes, but

this year there are going to be snowflakes round about, here and there, decorating tables and floating through the

air.

Jack Frost, in northern climes, is cre- dited with creating the snowflake designs but, in the Canal Zone, members

of the Arts and Crafts Group of the Balboa Woman's Club have been

making their own snowflakes the past

few weeks. And the snowflakes the women make are bigger and more colorful than any Seiior Frost ever produced,

and far more lasting, considering the temperatures on the Isthmus in the jolly Yule season.

Snowflake creation requires patience

and ingenuity. A lot of the former, and

a good share of the latter. Plus toothpicks.

The toothpicks are put together in anv shape the snowflake-creator wishes. Jack Frost's recipe being unavailable, the Arts and Crafts group started the snowflake project by placing toothpicks

in the shape of a triangle, held together

with applications of airplane glue.

Triangle was built upon triangle, and

expanded triangle-wise for height and

breadth. Then a lacy-looking weed was

gathered and was wound round and

round the toothpick structure, with a spot of glue here and there to hold it in place. The whole was sprayed with

Christmas tree "snow;" hung with

Christmas ornaments and holly, and the

result was a snowflake Jack Frost himself would be proud to claim as his own

creation.

The "snowflakes" are effective as table centerpieces, or when hung upon a Christmas tree, or as indoor and outdoor

decorations.

While the "snowflakes" are decorative conversation pieces, the Arts and

Crafts Group of the Balboa Woman's

Club has not concentrated entirely on snowflake production for Christmas

holiday decorations.

Stencil work has been used by some

of the members on tablecloths and other

gift items. A plain white tablecloth takes on a light-hearted holidav look with a stencilled design of poinsettias applied

by nimble fingers, and the most prosaic

bit of material, given the stencil treat- ment, goes through a transformation

that would leave even Cinderella more

than slightly astounded.

Take candle holders, for instance;

delicate flower-adorned holders that look as if they might be closely related

to those produced in fine china. The

basic materials are easy to find and

assemble. First, the would-be maker of a candle holder needs a narrow cylinder

of cardboard, which is cut to the re- quired size. The roll is covered and then comes the decorating, or fun part. Some

of the members used a floral decorative

arrangement. For this effect, small silk flowers, the kind that come in colorful

little bunches, are carefully dipped in wax, one bv one, and then are arranged on the holders to create a ceramic effect.

Or, should a more Christmasy effect be dssired, Christmas ornaments are substituted for the flowers.

Santa Claus' own workshop could

hardly be a busier spot these days before Christmas than the gatherings of the

Arts and Crafts Group. And the frozen northland can hardly produce more

delicately frosty effects than those in the centerpieces and Yule ornaments made bv the members.

The Panama Canal Review
75 Years

Of

Swimming

Millie McKenzie and Ruby Tonge at admission office window of Balboa Swimming Pool.

Employees of Balboa Pool have seen hundreds of swimmers come and go,

including Navy men on liberty and a Zonian who made an Olympic team.

"These portals may lead you to Olympic participation" might well be

the legend over the entrance to the

Balboa Swimming Pool. No one knows

the basis for such an imposing legend

better than Millie L. McKenzie, Ruby

Tonge, and Edward M. Allison, whose

combined years of service at the Balboa

Pool total almost three-quarters of a century.

Rubv and Millie alternate as pool at- tendants and before their window at

Edward Allison keeps pool clean.

the entrance door to the pool pass all who enter for a swim. Years ago, when

they first went to work at the pool, there were cards to be punched before a swimmer was admitted. Then came

swimming tickets, which had to be purchased. Now there is free swimming,

with display of identification cards the only requirement for entry. Mr. Allison, whose service at the pool

dates back 35 years, has the job of vacuum cleaning the pool and doing

related cleaning work. Originally, the Balboa Pool was concrete and had to be

drained in order to be cleaned. In 1951,

the pool was tiled and vacuum cleaning

apparatus now is able to do the job the modern way.

All three of the pool employees re- member times past when the Fleet came

in and business boomed. Those were the days when towels were washed at the pool instead of being sent to the laundry,

as they are today. Ruby recalls she

washed "miles of towels," ran them

through a wringer, and handed them,

still damp, to eager men of the Fleet, whose days at sea apparently had

whetted their desire to swim.

"We've seen one boy grow up, go to college, then come back to become our

boss," Millie said. She was referring to Don Connors, now coach at the Canal

Zone Junior College and Balboa High

School, who, Millie claims, "was practically raised in this pool."

"We've seen them come and go; some

just good swimmers, others who have

the makings of experts, like Alan Ford,"

chimed in Rubv. She was referring to the local Ovmpic swimmer, who competed against Johnny Weissmuller, longtime movie Tarzan. Some 7,000 children troop past the window each month of the school year, showing their identification cards to

either Millie or Rubv as they pass. The

two women have got along well with all the children down through the generations. Yes, generations, for there are a few instances where children of yester- year, grown and married, have come

back with their own children to meet

Millie and Ruby—and take a dip in the "old swimming pool."

The three pool employees are not among those who deplore the allegedly

wayward ways of today's children. They

all agree that children today are about

90 percent better in behavior than their counterparts of years past. Ruby, who was born in Panama and

has lived on the Isthmus all her life, is the proud owner of a 20-year Safety

Award presented to her for working at the pool two decades without an ac- cident. Millie, who was born in Jamaica,

will complete 20 years of service at the pool next February. Mr. Allison, also a native of Jamaica, has seen the pool change from former

clubhouse management to the Division

of Schools and remembers the colorful times when the Red, White, and Blue

Troupe performed in night swimming

shows at the pool. Like Millie and Ruby,

he also has fond memories of Alan Ford,

Olympic graduate of the Balboa Pool.

8 December 2, 1960
They Plan

For Your Safety

Safety Branch of the Company-Government

uses many techniques to prevent employees

of the Canal from being injured.

Warren H

of Fuerza

. Smith

y Luz,

right. Chief of Safety Branch, and Humberto Mendoza. Safety Director examine mouth-to-mouth resuscitation device used by the Panama firm.

When Canal officials were making

plans for the Gatun Locks overhaul

which will start next month, they came

up with plans for a new type of scaf- folding and hoist. The new scaffold is lowered or hoisted on the cables which

suspend it by a new and different kind

of device than any used here in the past. The new hoisting device is believed

to be safer than former devices, but

like the others it still must be coupled

with some kind of secondary protective

item, just in case of failure. There were

two choices available, but after considerable study one was adopted which

involves the use of an automatic grab on the man-lines fastened to the top of the Lock gates and then secured to per- sonnel on the scaffolds. If the scaffold should fall despite the improved hoist, the men on it would be left hanging high

up the Lock gate, but they would not be seriously injured.

A second problem faced in past Lock

overhauls was the use of eye-protecting

goggles by those working on the job.

This year there will be no such goggles,

which are tight-fitting and, in the cli- mate of Panama, become uncomfortable

after a few minutes. The workers will have eye protection, but it will be in the form of a movable plastic shield held away from the face and fastened to the hard hat each employee wears. Both of these modifications of past

procedures in the Locks overhaul work

were developed with the help of the Safety Branch of the Companv-GovemThe Panama Canal Review
ment, under the direction of Warren H.

Smith, Chief. The aim of the safety planning in connection with the Gatun Locks over- haul is typical of much of the work done

by the Safety Branch: to prevent ac- cidents bv reducing the probability of them being caused. As this indicates, the time to prevent an accident is before it occurs. To ac- complish this requires advance planning, awareness of the probable dangers

and a thorough understanding of how

the potential for mishaps can be reduced

or eliminated. The planning in connection with the Gatun Locks overhaul is not, therefore, an unusual case. Most major projects are reviewed by the Safety Branch to make sure safety measures and proce- dures are prescribed in advance. But even the most painstaking planning to eliminate probable causes will not prevent accidents. All the planning can do is prescribe methods which are most likely to prevent them. It cannot

eliminate human foibles from the safety

equation, so accidents do happen, re- gardless of efforts to prevent them.

It is this fact which leads Mr. Smith

to say, "Most accidents are the result of unawareness of safe practices, lack

of proper supervision, or disregard of

safety instructions." When an accident does occur despite

all the efforts to forestall it, the factors which led to it are analyzed and recom- mendations made which are aimed at preventing a repetition of the same kind

of mishap.

A typical accident analysis prepared

by the Safety Branch illustrates the ap- proach to the problem:

A seaman attempted to jump from

the deck of a partially loaded scow to the deck of a fullv loaded one secured

to it for towing, but some 18 inches

lower than the one from which the sea- man was jumping. In attempting to make the jump, the man's feet slipped on the muddy deck and he fell into the water between the two scows. In the

fall, he hit the edge of the scow and

suffered an injury to his back and knee. A life vest he was wearing probably

saved his life, because he managed to swim from between the two scows to

safety.

"The recommended corrective action

to eliminate this type of accident is to provide and use ramps and cleats and

non-slip surfaces, or a suitable ladder," the Safety Branch analysis says. "Another recommended corrective action

good in this and many similar situations

is to urge employees to always wear work shoes, preferably those of safety

type, which have non-slip soles." A number of items to be worn for protection on the job are routine in the Canal safety program: hard hats, safety

shoes, respirators or masks, goggles for those working with grinders and at other

jobs where the eyes need protection, and

welding helmets for those so engaged.

The Safety Branch carries out its functions in close liaison with Safety Representatives within each of the operating

bureaus. These Bureau Safety Representatives carry the main burden of onthe-job study and evaluation of safety

conditions, solving problems as they

arise, in consultation with Safety Branch

officials if there is the need and time, or by initiating a program and then submitting it for review, if there wasn't time

to review it beforehand.

Regulations of the Governor-President tor the administration of the Company-Government safety program lists nine principles which are important factors in eliminating the causes of acci- dents. They are:

1. Active interest and participation

in the safety program by management

and all levels of supervision.

2. Establishment and support of a

central and of local safety committees

reaching each individual employee.

3. Ready compliance by all with

written and oral safety instructions.

4. Effective supervisory safety in- struction of new employees, borrowed

employees, and regular employees

transferred to new assignments.

5. Prompt reporting and treatment

of all injuries.

6. Continuous inspection and cor- rection procedures.

7. Strict enforcement of all Government-Company and Bureau safety

regulations.

8. Sound analysis of accident

causes.

9. Prompt elimination of hazards. The Safety Branch is charged with

acting in an advisory capacity on matters of safety throughout the CompanyPacific Locks Safety Inspector L. W. Chambers and Locomotive Operator James

Thompson examine towing cable for barbs,

as Jorge A. DeLeon and Odilio F. Gordon

hold cable so they can inspect it carefully.

10 December 2, 1960
H. H. Shacklctt, safety engineer, and Mrs. Beatrice B. Lucas, secretary, discuss monthly report which Safety Branch makes

to Governor-President and other officials.

Government, prepares for the GovernorPresident and other officials monthly,

quarterly, and annual reports and statis- tical analyses of accidents and any special reports which may be required,

establish safety policies of all types, and

maintain suitable award systems to re- cognize successful accident prevention

efforts by individuals and units. Unit awards in the program of safety

prevention recognition include the

Annual Safety Trophy of the GovernorPresident, which is awarded each calen- dar year to the operating bureau

achieving the highest percentage of improvement in its own disabling injury

frequency rate over its previous three- year average, monthly Bureau and Division Honor Rolls, and annual awards

to shops or units without a chargeable

accident during the calendar year. In addition to these unit awards, there

also are individual awards to supervisors, Bureau Safety Representatives, safe drivers, and 20- and 30-year safety

awards to individual employees. The

Safety Branch, in cooperation with Bureau Safety Representatives and various

manufacturers who produce safety

equipment, also handles arrangements

for special awards to employees who

have been protected against a serious injury because they were wearing hard

hats, goggles, or safety shoes. In addition to the Bureau Safety Representatives, Mr. Smith's accident pre- vention efforts are supplemented by the work of two safety specialists assigned

to his office, H. H. Shacklett, a safety

engineer, and a supervising safety in- spector. Mrs. Beatrice B. Lucas is the

office secretary. He Speaks For Cause Of Safety

In addition to his duties in connection with safety planning and accident

investigation, Safety Branch Chief Warren H. Smith doubles in i^^_ brass as a regular contrib- I^H utor to The Panama Canal |W Review by writing a short Jk^A article on safety to accom- gi» pany the monthly chart on ^W^W accidents. flBT In preparing his monthly B articles, Mr. Smith is likely ^H to discuss anything from ^^^^

n.iIi driving t<> the histon of goggles or hard hats. Always, however, his interest is keyed

to the current accident problems in the Company-Government safety program.

In the same way that many writers

dislike certain words, Mr. Smith has somewhat of an aversion to words such

as mishap, misadventure, mischance,

and, to a lesser degree, the popular conception of the meaning of the word "accident." "All these words indicate that something uncontrollable is involved," Mr. Smith says. "Actually, most acci- dents are caused and are not the result of chance, as many people seem to think," he says. "They are, therefore,

preventable."

The Safety Sentinel which accompanies this article was created to symbolize the necessity for constant watchfulness and care to avoid accidents. "In

the final analysis," Mr. Smith says, "ac- cident causes cannot be discovered and

corrected if we ascribe the accidents

themselves to chance or carelessness."

• ACCIDENTSFOR

THIS MONTH

AND

THIS YEAR

OCTOBER

ALL UNITS

YEAR TO DATE

FIRST AID

CASES

•60 "59 225 237

2438 2276

DISABLING

INJURIES

•60 "59 8 8

111 108

DAYS

LOST

•60 '59 288 6251

14498 15306

The Panama Canal Review 11

Locomoti

Boatmen receive connecting lines they will carry to ship.

i

.e operator keeps sharp-eyed watch on multitude of things before and during tow. Mule Drivers Look Back

The relatively small electric loco- motives which tow ships through the Locks of the Panama Canal are objects

of curiosity and watchful inspection by

virtually everyone who visits or transits the Canal. Tourists aboard ship watch

them, visitors to the Locks watch them, Canal pilots watch them, and even blase ship crewmen swing their gaze to them

on occasion. But while all these people scrutinize the powerful mechanical mules and the men who operate them, what do the operators of the locomotives watch? The Review had Official Photogra- pher William E. Burns check on this aspect of Lock operation and the pic- tures on these pages are his answer. But

as two of the pictures indicate, even Mr.

Burns couldn't resist the temptation to

watch the locomotives in action, particularly on the steep inclines which move them from the level of one Lock

chamber to the level of the next. (Incidentally, the mechanical mules don't do any towing while on those inclines; the operators let the towing cables go

slack before starting up or down them.

As the pictures show, the operators of the electric locomotives watch as the boatmen receive the lines used to carry the towing cable from the locomotive to the ship, watch as the cables are fas- tened and drawn taut, then keep an eye on several things at once as thev begin

the tow, including the Canal pilot aboard

the ship, their own progress along the Lock wall, and the controls of the loco- motive.

Towing cable goes slack as locomotive climbs incline at Gatun Locks before resuming tow.

12

Locks workers prepare to fasten lines between locomotive and P & T Adventurer.

December 2, 1960 The Panama Canal Review

Locomotives tilt toward sky as they move from level of one Lock chamber to another.

13
Governor Carter answers questions of Robert Kee, BBC-TV, as Will Arey, Panama Canal Information Officer, watches filming.

Newsmen Visit Isthmus For:

Examination At The Crossroads

The people who live at the cross- roads of the world had the eyes and

ears of the world on them during November, including the red "eye" which

shows that a television camera is in operation. In addition to the news media which

have part time correspondents here, three full-fledged crews from national

Gov. W. A. Carter concentrates on query.

television networks and one representative of a U.S. newspaper chain visited the Isthmus during the month.

All the television crews were doing

special documentaries on Panama and

the Canal Zone and all three of them

interviewed Gov. W. A. Carter during

their stays here. His answers to the

various questions asked will be carried on networks stretching from London to Honolulu and from Nome to Miami.

The three special crews of television men all were on the Isthmus when seven Cuban sailors jumped ship at Gatun

Locks and were among approximately

30 newsmen on hand at the Corozal

Immigration Station when the Cubans

were interviewed two davs later. Films

of the interview, much of which was

conducted in Spanish, have been tele- vised throughout most of Latin America.

A British Broadcasting Corp. team,

with Jeremy Murray-Brown in charge

and Robert Kee as interviewer, aimed

its documentary film at giving Europeans an understanding of the Panama

Canal. The Canadian Broadcasting Co., with Michael Mac-Lear as interviewer, was interested primarily in the Canal

and the attitudes toward it held by U.S. and Panamanian officials, while a National Broadcasting Corp. team in- cluding Robert Blair of NBC-TV news

and Edward Scott, longtime Isthmian

newsman, filmed an hour-long documentary of the Canal and the people on the Isthmus. The films made by the three teams

are scheduled for showing in the re- spective countries represented within

the next month or two and some of them may later be shown on the Isth- mus by special arrangement with the

firms producing them.

Harry Rasky of NBC-TV intent on reply.

14 December 2, 1960
Seven Cubans who jumped ship at Gatun Locks and asked for asylum in the Zone told their stories to newsmen in mass interview.

It takes a lot of gear to make a good television film, as this pre- interview scene of the team in Governor Carter's office shows.

Governor Carter faces Michael MacLear in Company Board Room,

as Canadian Broadcasting Co. cameramen prepare to film interview.

Worth Knowing

Foundation Tests For Gorgas Hospital Building

Pressures up to 100 tons per square foot will be used to

test the strength of the rock on which the foundations of the new seven-story Gorgas Hospital building will be built. The

tests will be made by the Panama Canal Maintenance Division

with pressure applied on a steel column sunk 50 to 60 feet

into the earth. Applied with hydraulic jacks, the pressure will give engineers a chance to observe how the column settles to determine how heavy a foundation the bed rock can sustain. Preparation for the work was started in November by the Case Foundation Company by drilling a four-foot hole 60 feet deep in the lower parking lot at Gorgas Hospital, the site to be used for the new building, which will be the highest oc- cupied structure in the Canal Zone when completed.

Gatun Locks Overhaul To Start In January

Visiting will be restricted at Gatun Locks during the periodic overhaul of the Locks which is to start next month, R. C. Stockham, Chief of the Locks Division, announces. All

visitors will be excluded from the Atlantic side Locks from

January 30 through February 18, while the east lane is being

overhauled.

Visitors will be allowed on the upper east level, however,

during the overhaul of the west lane and while the center wall

culvert is unwatered, Mr. Stockman said. This work will be

done between January 9 and January 28 and February 19

through March 11.

Fire Damage Repaired In Administration Building

The second floor offices in the West Wing of the Administration Building, which were heavily damaged by a fire on August 2, have been rehabilitated and all offices housed there have moved back from temporary quarters.

The repair work, which cost approximately a quarter of a

million dollars, included replacement of wooden floors with

vinyl tile and fire resistant rugs, installation of fireproofed

vertical blinds and lighting fixtures, as well as replacement of furnishings damaged beyond repair by the blaze. Wooden louvers in the walls of the section have been elim- inated in the rehabilitation, with solid mortar walls replacing

them. Offices in the damaged area include those of Governor

Carter and Lieutenant Governor McElheny, the Executive

Secretary, the Marine Director, Executive Planning Offices,

and the Panama Canal Information Office.

Professional Baseball League To Play In Balboa

For the first time in a number of years, the Professional Baseball League of Panama has scheduled games in the ball- park of the Balboa Stadium during this year's season. The first game in the Balboa Stadium will be on January 12 and others

will be played on January 25 and 29. The January 12 game will be between the Azucareros and

Cerveza Balboa, the second between Comercios and Marlboro,

and the third between Marlboro and Azucareros.

In a letter to Raul Arango, President of the Baseball League,

advising him that the Stadium would be available for games

on those nights, H. L. Donovan, Civil Affairs Director, congratulated the organization on the great effort being made to keep baseball alive on the Isthmus and the amount of work

that Mr. Arango and other officers of the League are doing

toward that end.

The Panama Canal Review 15
Prow of Bounty features female figurehead.

The "Bounty" Sails Again

The "Bounty hi," great-great-granddaughter and spitting image of the ship

Captain Bligh made famous nearly 200

years ago, came through the Canal last month on her way to Tahiti to make a movie. Except for a diesel auxiliary, a radar and an air-conditioning system,

which wasn't working when she left Balboa, the Bounty resembled her

famous ancestor almost to the last bolt. She did one thing, however, that the

original Bounty could never have managed. She clipped several thousand miles

off her voyage to the South Seas bv

taking a short cut through the Panama

Canal. The Bounty was expected to make

most of the trip to Tahiti under sail. Her

master, Capt. Ellsworth Coggins, an old

sailing ship man from Nova Scotia, and

his 26-man Canadian crew will handle

the ship during the filming of "Mutiny

on the Bounty," starring Marlon Brando

as Fletcher Christian and Trevor Howard

as Captain Bligh.

Bounty III had sails furled while undergoing air conditioning repairs at Pier 10.

16 December 2, 1960
Mark Thompson, chief engineer of the Bounty, and R. R. Will, Cristobal Harbormaster, inspect one of guns to be used in movie.

Canal Pilot Andrew Stohrer tries hand at wheel of sailing ship.

Capt. E. B. Rainier, Assistant Cristobal Port Captain, and Ross MacKay, first mate of the Bounty, examine breadfruit tree to be

planted on Pitcairn Island as memorial to original Captain Bligh.

Chimneys Lure

Canal Retiree

Rebuilding chimneys is like child's play for Robert J. Huntoon of Rutland, Vt, despite his 85 years. A 1937 retiree of the Panama Canal, Mr. Huntoon recently completed re- building the second chimney on his three-story, 16-room home.

Mr. Huntoon did all the work himself, tearing down the

old chimneys and then carrying bricks and mortar up 45 feet of ladder to build the new ones. The job apparently didn't wear him out particularly, either, just as he was finishing work

on the second chimney, he issued a challenge to the winner

of a horseshoe pitching match—as soon as he could climb

down from his rooftop perch.

A Spanish-American War veteran, Mr. Huntoon came to the Canal Zone in April 1914, as a plumber in the Supply

Division. He later transferred to the Office of the Quartermaster, where he was working as a foreman in 1920. During

his service in the Canal Zone, he spent a year with the Health

Bureau, but was in the Supply Division again when he retired

at the age of 62. After retirement, he returned to live in his native State of Vermont, where he was born on March 28, 1875. A daughter, Mrs. J. E. Erikson, still lives in Margarita in the Canal Zone and his granddaughter, Barbara Erikson,

reigned as the first United Fund Queen of Canal Zone communities, having been named in the Telethon windup of the United Fund Drive at the end of October.

Mr. Huntoon waves trowel in cheery greeting to photographer.

The Panama Canal Review 17
Annual Report To Stockholder

Statement issued today

gives resume of 1960

Canal Operations

As a number of Panama Canal improvement projects were pushed for- ward to meet the increasing demands

of world shipping, the Panama Canal

Company invested $14.7 million in the waterway and supporting facilities during the Fiscal rear which ended

June 30.

The extent of the investment during

the past year is disclosed in the Annual

Report of the Company's Board of Directors to the stockholder. Secretary of the Armv Wilbert M. Brucker. The report, compiled at Balboa Heights, was issued

today.

The level of capital expenditure was

S3. 4 million above the $11.3 million spent during Fiscal Year 1959 and $7

million above the $7.7 million spent

during Fiscal Year 1958.

While the report shows a rise in tolls revenue from $46,547,000 in Fiscal Year 1959 to $51,803,000 in 1960, total operating expenses also showed a sharp

increase, rising more than $3.26 mil- lion from $84,267,339 in 1959 to $87,523,089 in 1960.

With the increase in total tolls re- venue, net revenue for the year was

up from almost $3 million in 1959 to

slightly more than $5.9 million in 1960. As the report points out, "Net revenues do not reflect any charge for depreciation or amortization on certain assets- land titles, treaty rights, and excavation

of channels, harbors, basins, and other works—which cost about $291 million.

If these assets were depreciated, the charge against earnings would approximate $5.5 million annually."

The report takes special note of the "comprehensive program to increase the capacity of the Canal and replace worn

out and obsolescent capital plant" since the 1951 reorganization of the water- way's operations. "To date," the report

says, "this program has been successfull}- financed from funds generated bv

operation of the Company."

In discussing the various improvement projects, the report notes that

work presently under way and schedComparative Statement of Revenue and Expenses

Fiscal Year Ended June 30, 1960 and 1959

I960 1959

Revenue:

Tolls $50,981,928 $45,571,564

Credit for tolls on U.S. Government vessels 821,104 975,057

Commodities sold 18,025,457 18,452,121

Service sales and rentals 23,601,929 22,252,129

93,430,418 87,250,871

Operating expenses and deductions:

Payroll and related costs 43,112,837 41,065,800

Material and other operating expenses 4,363,648 4,103,316 Cost of commodities sold 13,338,218 13,685,418

Depreciation 4,981,952 4,787,254 Net cost of Canal Zone Government 12,801,246 11,646,136

Interest on net direct investment of U.S. Government. . . . 8,925,188 8,979,415

Total operating expenses and deductions 87,523,089 84,267,339 Net revenue S5.907.329 82,983,532

Statement of Changes in Equity of the United States Government

Fiscal Year Ended June 30, 1960

Net direct Retained Panama Canal

investment revenue bridge

interest- non-interest- non-interest- bearing bearing bearing

Equity at July 1, 1959 $349,672,075 $90,040,821 $20,000,000

Additions: Net revenue 5,907,329

Restoration of emergencv fund held by U.S. Treasury ' 10,000,000 Excess of market over book value of properties transferred to Republic

of Panama under 1955 Treaty. . . . 1,936,778

Property transfers, other Federal

agencies, net 120,646

Property transfers from Panama

Canal 'bridge, net 102,656

Reactivation of plant 42,320

349,937.697 107.884,928 20,900.000

Reductions: Capital repavment— Public Law

86-200 provided that the $10 million emergency fund held by U.S. Treasury be deemed a capital re- payment 10,000,000

Market value of properties trans- I ferred to Republic of Panama

under 1955 Treaty 1,031,000 Net capital losses resulting from 1955

Treaty 297,492

Settlement of canal pilots' compensa- •

tion claims arising for periods prior 2

to June 30, 1951 89,957

Property transfers to Panama Canal Company, net 102,656

11.418.449 102,656

Equity at June 30, 1960 8338,519.248 S107.8S4.928 819,897,344

18 December 2, 1960
uled for Gaillard Cut is expected to cost

a total of $46,639,000. This includes the current widening work and bank lighting through the Cut. It notes that the $11,609,000 widening of Paraiso-Cucaracha Reach was 90 percent complete

at the close of the Fiscal Year and will be complete by the end of the calendar

year.The $12,300,000 Empire Reach project, for which a contract was awarded

on March 25, 1960, is cheduled for completion in Fiscal Year 1982 and will complete the widening of the channel

for approximately 60 percent of the total length of the Cut. The $22 million

widening of the remaining three miles

of the Cut is combined in a single project

which current plants call for starting

late in Fiscal Year 1962. The report notes that the $730,000

job of lighting the banks of the cut "to make possible the safe nighttime navigation by all classes of ships was Hearing

completion at the close of the year."

The report also mentions the new lo- comotives ordered for use at the Locks,

at a total cost of $7,844,000. The first

six of the locomotives are scheduled to arrive for testing at Miraflores Locks in October 1961.

The $820,000 job of changing the

lighting at the Locks to a system of shadowless artificial lighting was almost

complete at the close of the year and

studies were under way which are aimed

at reducing to a minimum or elimination of regularly scheduled Lock lane outage for overhauls. The report points out that work con- tinued during the year on the $20 million high-level bridge across the Canal

at Balboa and the installation of "a modern and economical microwave

communication system" to replace the

old trans-Isthmian telephone cable in- stalled in 1914. as well as the installa- tion of a new maintenance-free elec- tronic system for reporting rainfall at various points on the Isthmus. The $8,300,000 program of replacement of obsolete and substandard U.S.

citizen housing on the Pacific side was

started during the year, the report notes, adding that it is to be carried out over

a period of six years. The report quotes the opinion of the

office of the Comptroller General of the United States that the accompanying

financial statements "present fairly the

financial position of the Panama Canal

Company" for Fiscal Year 1960, "in conformity with the principles and standards of accounting prescribed for executive agencies by the Comptroller General

of the United States applied on a basis consistent with that of the preceding

year and with applicable Federal laws."

PANAMA CANAL COMPANY

Comparative Statement of Financial Condition

June 30, 1960 and 1959

assets i960 i959

Current Assets: Fund balances with U.S. Treasury and cash: Fund balance in U.S. Treasury checking account. . $22,168,057 $19,037,013

Cash in commercial banks, on hand, and in transit. 6,129,025 6,186,367

28,297,082 25,223,380 Accounts receivable: Canal Zone Government—net settlement 1,461,256 1,668,051

U.S. Government agencies 739,302 813,761

Republic of Panama 1,445,770 645,440 Other 1.517.501 1,333,289

5,163.829 4,460,541

Notes receivable 1,069,500 1,039,500

Inventories, principally at average cost: Materials and supplies, less allowances for excess, obsolete, and inactive stocks of $1,040,915 and

$954,894, respectively 5,011,627 4,541,346

Merchandise held for sale 3,373,373 3,534,062

8,385,000 8,075,408

Other current assets 237,724 258,717

Total current assets 43,153,135 39,087,546

Long term notes receivable 1,069,500

Fixed Assets: Cost 617,760,372 605,654,626

Less depreciation and valuation allowances 192,132,239 188,287,562

425,628,133 417,367,064

Panama Canal bridge:

Fund balance with U.S. Treasury 15,782,633 18,456,515

Construction work in progress 4,114,711 1,543,485

19,897,344 20,000,000

Deferred charges and other assets 1,808,007 2,SS6,664

$490,486,619 $480,410,774

LIABILITIES AND EQUITY 1960 1959

Current Liabilities: Accounts payable:

U.S. Government agencies $1,749,115 $1,543,831

Other 4,643,188 3,357,130

6,392.303 4,900,961

Due U.S. Treasury 1,330,010 1,958,159

Employees' leave liability 7,428,319 7,060,225

Accrued liabilities: Salaries and wages 1,742,792 1,325,700

Claims for damages to vessels 445,013 409,515 Other 678,230 456,480

2,866.035 2.191.695

Other current liabilities 1,639,360 582.597

Total current liabilities 19,656,027 16,693.637

Reserves: Overhaul of locks 2,663,023 2,374,666

Non-capital power conversion costs 666,049 1,629,575

Maintenance of channels 1,200.000

4,529,072 4,004.241

Equity of U.S. Government: Net direct investment, interest-bearing 338,519,248 349.672 075

Retained revenue, non-interest-bearing 107,884,928 90.040,82!

Panama Canal bridge, non-interest-bearing 19,897,344 20,000,000

466,301,520 459.712,896

$490,486,619 $480,410,774

The Panama Canal Review 19
ANNIVERSARIES-

(On the basis of total Federal Service)

CIVIL AFFAIRS BUREAU

Carroll E. Kocher Tour Foreman, Airmail Robert J. Sieler Window Clerk George L. Cain

Customs|*f!Spmw

ENGINEEIUMO *N

STRUCTIONJBU

Charles T. Edwa

Maintenanceman

Kenneth A. Brown

Glazier William A

Laborer HEALTH BUREAU

Rixford U. Chase

Medical Technician

Carlos Ramirez

Laboratory Helper

OFFICE OF THE COMPTROLLER

J. R. DeGrummond, Jr. Accountant

MARINE BUREAU

Edward Folse Towboat or Ferry Master Edward J. Cullen

Chief Engineer, Towboat or Ferry

antizo

ator nson

iker JPPLY Ai/) COMMUNITY

ser\,*ce/bureau

ry Clerk Arnold A. Grenion

Stock Control Clerk

Astor N. Lewis

Stock Control Clerk TRANSPORTATION AND

TERMINALS BUREAU

David D. Whittaker

Chauffeur Samuel B. Lashley

Truck Driver

CENTRAL EMPLOYMENT

OFFICE

Michael E. Charles

File Clerk CIVIL AFFAIRS BUREAU

Elizabeth W. Rowley

Elementary and Secondary

School Teacher

Eloise Monroe

Elementary and Secondary

School Teacher

David W. Lowe, Jr. Fire Lieutenant Kenneth R. Coleman

Fire Lieutenant Joseph A. Forde

Laborer ENGINEERING AND CONSTRUCTION BUREAU

Ray D. Wilson, Jr. Engineering Technician

Livingston B. Reece

Helper Armature Winder

Mateo Ariza Helper Plumber

Wilfred N. Grant Cook (Floating Equipment)

Alfred W. Browne, Jr. Fireman (Floating Plant) Willard W. Huffman

Central Office Repairman

Walter W. Shan

Oiler (Floating Plant) Alton Lewis

Helper Plumber

Alberto Arispe C. Leadsman

Stanley Small Seaman

Max M. Schoch

. Lead Foreman, Public Works

Road Construction Manuel M. Tello Warehouseman

HEALTH BUREAU L

Roy T. High

Pharmacist

Daniel G. Roper

Pharmacy Helper

Frederick H. Taylor

Operating Room Nursing

Assistant Jose Vergara R. Pest Control Laborer MARINE BUREAU

Ldgar Mapp

Seaman

Noel R. Anderson

Oiler, Floating Plant Alfred A. Stewart

Oiler, Floating Plant Prudencio Sianca Boatman

Daniel Thompson

Helper Lock Operator Bernard Serbino

Painter Mai

Stephen J. H

Chauffeur

Alfred L. Brady

Seaman

Howard Richards Launch Ope

Joseph G. Graj

Helper Lo

Luis A. Newl

Launch O

Hugh C. Christie Leader Lock Operator

Machinist Edward H. Womble

Lock Operator Shipfitter Harold M. Brathwaite

Oiler, Floating Plant Lino Coco

Helper Lock Operator

Alfred V. George

Seaman

Gerardo Rosas Seaman

Enrique Garcia Helper Lock Operator

Albert A. Elliott Seaman

Manuel I. Alvarado

Oiler Ramon A. Gonzalez

Helper Lock Operator

OFFICE OF THE COMPTROLLER

William A. Wichmann

Supervisory Auditor

Alice H. Roche

Accounting Clerk Theodore R. Jemniott Bookkeeping Machine

Operator

SUPPLY AND COMMUNITY

SERVICE BUREAU

Mary M. Markham

Sales Section Head

Andres Nunez Warehouseman

Florejie^Mt^jurns

ccounting Cit;rk

Josephine E. Smith

Sales Clerk Ina R. Wilshire Counter Attendant

Froilan Lopez

Warehouseman

Wevnell Inniss Sales Clerk Florence C. Connolly

Utility Worker

Wilhehnina S. Smith

Utility Worker

Magdalena L. Pierre Timekeeper

Jose D. Moreno

Laborer Ralph H. Worme

Laborer

A. Braithwaite Drv Cleaner

John Yard

Laborer Cleaner

Jose I. Herrera Laborer Ruben H. Blanchett

Clerk-Typist Hortence C. Thomas

Food Service Sales Checker

Naziana A. Cenac

Sales Section Head

Maurice L. Wilson

Warehouseman

B. H. Cumberbatch

Laborer

Gilberto Jimenez

High Lift Truck Operator

Albert E. Reid Laborer Ema C. Spencer

Retail Store Sales Checker

Alfonso Jones Laborer

Nicolas Aguilar Laborer

Lilian A. Ritson

Sales Section Head

Arturo Rangel

Cemetery Worker

TRANSPORTATION AND

TERMINALS BUREAU

Joseph G. Reardon

Supervisor)' Timekeeper

E. Calderon

Oiler, Floating Plant Bruno Nazas

Helper Automotive Machinist Kenneth R. Vaz

Supervisory Cargo Clerk

Peter A. Tortorici General Foreman, Ship Cargo

Operations Natividad Rangel

Helper Liquid Fuels Wharfman

Pablo E. Ramos

Clerk David M. Wallen

Helper Liquid Fuels Wharfman

20 December 2, 1960
PROMOTIONS AND TRANSFERS

Employees who were promoted or transferred between October 15 and

November 15 are listed below. Withingrade promotions and job reclassifica- tions are not listed. ADMINISTRATIVE BRANCH

Mrs. Mayra I. Caropresso, from Qualifi- cations Rating Clerk, Central Employment Office, to Translator. CIVIL AFFAIRS BUREAU

Horace L. Smith, to Customs Inspector. Mrs. Katherine Murphy, Mrs. Ofelia I. Serrano, Mrs. Mary W. Seikel, Mrs.

Clara M Adriance, to Elementary and

Secondary School Teacher. , Elizabeth Tapiero, to Elementary Teacher,

Latin American Schools. OFFICE OF GOVERNOR-PRESIDENT

Warren H. Smith, to Safety Officer, Chief

of Safety Branch. OFFICE OF THE COMPTROLLER

Mrs. Edith W. Cotton, to Freight Rate

Assistant, Accounting Division. ENGINEERING AND CONSTRUCTION BUREAU

Office of the Director

Russell T. Wise, from Safety Inspector, Safety Branch, to Supervisory Safety In- spector. Mrs. Betty J. Farrell, from Clerk-Stenographer, Community Services Division, Accounts Maintenance Clerk. Dredging Division Lloyd A. Roberts, from Third Assistant Engineer, Steamship Division, SS "Cristobal," to Engineer, Dipper Dredge.

Fred Miller, from Guard, Locks Division,

to Towboat or Ferry Master. Jack W. Rocker, from Lock Operator Machinist, Locks Division, to Floating Crane Engineer.

David J. Burkett, to First Mate, Pipeline

Dredge.

Gertrudis Rodriguez, to Debris Control

Winchman.

Adolfo Calderon, to Oiler, Floating Plant. Engineering Division William C. Willoughby, from Industrial Engineer, Industrial Division, to Mechanical Engineer.

Electrical Division Donald E. Judson, to Power System Dispatcher.

Maintenance Division Carmine Ammirati, to Lead Foreman Plasterer, Tile and Block Setter. James P. Young, Jr., to Leader Plumber. Andres Medina, Misael Rivera, to Plasterer, Tile and Block Setter. Andres DeGracia A., from Kitchen Attendant, Supply Division, to Laborer. Michael A. Haywood, Bias Romero R., from Dock Worker, Terminals Division, to Laborer.

Ricaurte Robles, to Heavy Laborer. HEALTH BUREAU

Mrs. Billye J. Henry, to Dental Surgery

Assistant, Gorgas Hospital.

MARINE BUREAU

Industrial Division Paul H. Zimmerman, to Lead Foreman

Marine Machinist. James P. Boukalis, to Leader Machinist.

Earl A. Escalona, to General Helper.

October 75 through November 75

James E. Scott, Samuel Hawkins, Carlos

A. Beaumont, to Maintenanceman, Rope

and Wire Cable. Locks Division Carl A. Yarbro, to Lock Operator. Robert J. Blevins, to Towing Locomotive

Operator.

Thomas C. Clarke, Jr., to Lock Operator

Machinist. Joseph D. Powlett. to Maintenanceman.

Glanville L. Wilson, to Leader Boatman.

Raul Rodriguez B., to Clerk. Lester H. Barrows, to Lock Operator Carpenter. John J. Christopher, Eustaquio Galvan,

Eugene A. Tucker, Hubert A. Gray, to Carpenter Maintenance. Juan D. Troncoso L., Diogenes Torres G., Antonio Ramirez, Calvin C. Wilson,

Adriano Navalo, Ivan Burke, Jr., Leo- poldo A. Anderson, Jose D. Sandino,

Teodoro Cruz, Leroy A. Finn, Samuel

Gomez, Horace L. Morgan, Juan Oliva,

Manuel A. Richard, Alfred Taton, Antonio E. Vasquez, Douglas O. Yearwood,

to Helper Lock Operator.

Navigation Division John H. Morin, to Probationary Pilot. William H. Nehring, Joseph L. McDaniel,

John H. Stone, Jr., to Pilot-in-Training.

SUPPLY AND COMMUNITY

SERVICE BUREAU

Supply Division Mrs. Violette D. Allen, to Supervisory

Clerical Assistant, Office- of Manager.

Charles M. Nelson, to Commissary Store Manager.

Philip S. Thornton, to Service Center

Manager.

Bart J .Elich, to Supervisory General Merchandise Officer. Mrs. Ana Bowen, Gladys H. McKenzie,

Silvia D. Waterman, Alfonso Lopez Z., to Sales Clerk. Carlos E. Gomez D., from Laboratory

Animal Caretaker, Division of Veteri- nary Medicine, to Sales Clerk. Henry M. Gatherwood, Alva J. Henry,

Henry B. Thomas, Joseph Rankin, Harold

N. Lewis, Amadio Bringas, Walwin Hoy,

Ted O. Gill, to Guard. Rudolph Adonia, to Warehouseman.

Victor Kourany, Avis B. Ramirez, Fitz- gerald Burnham, Clifford Rose, Mrs.

Beryl G. George, to Clerk.

Clifford A. Springer, to Laborer Cleaner. Kennit Pusey, Joseph O Inniss, to Counter

Attendant. Leon V. Deterville, to Accounting Clerk. Mrs. Dauhney E. Heron, to Food Service

Sales Checker. Edward E. Watson, George E. Benjamin,

to Storekeeping Clerk. Mary C. Simpson, to Ticket Seller, Balboa

Theater. Solomon II. DaCosta, to Laundry Checker. Community Services Division Mrs. Rochelle H. Head. Clerk-Stenographer, from Division of Schools. Silvano Batista, to Heavy Laborer. Michael H. Barnett, Leroy Inniss. Dorothv

E. Scott, Ethel L. Lucas, Charles A.

Russell, Berenice L. Jordan, Clara M.

Read, to Accounts Maintenance Clerk. Juan A. Hernandez, Herminio Figuerm,

Ricardo Armstrong, Laurence Milville, Pablo C. Petit, Rito Ruiz, Daniel S'nchez, William Thompson, Clinton H.

Stair, to Grounds Maintenance Equip- ment Operator.

Filomeno Pascual, Enos E. Dean, Felix Salazar C, to Field Tractor Operator.

TRANSPORTATION AND

TERMINALS BUREAU

Railroad Division Alberto Rios, Ladislao Escobar, to Tie Tamping Machine Operator.

Terminals Division Alfred A. Hall, to Supervisory Clerk

Checker.

Francois O. Modestin, to Supervisory Cargo

Clerk. Howard H. Carey, to Leader Liquid Fuels Wharfman.

Alvin E. Donaldson, from Kitchen Attendant, Supply Division, to Dock Worker. Rupert H. Seales, Gerardo Gill, Joseph R. Alleyne, Carlos R. Cameron, to Clerk Checker. Pedro A. Rios, to Oiler. Litbert G. Hinkson, to High Lift Truck

Operator.

Jimmy II. Pomroy, to Liquid Fuels Dispatcher.

OTHER PROMOTIONS

Promotions which did not involve

changes of title follow: Paul T. Dunn, W. Allen Sanders, General

Attorney, Office of General Counsel. William S. Acheson, Towboat or Ferry

Master, Navigation Division. Myron A. Sehroeder, Accountant, Accounting Division. Mrs. Helen T. Kat, Time, Leave, and Payroll Clerk, Accounting Division. Mrs. Elaine M. Payne, Clerk-Typist, Accounting Division. Mrs. Marie G. Housley, Clerk-Typist, In- dustrial Division. Charles F. Kline, General Engineer, Engineering Division. Robert B. Mcllvaine, Marine Traffic Controller, Navigation Division. Thomas W. Grimison, Engineering Drafts- man, Industrial Division. David W. Sullivan, Arthur W. Farrell,

Thomas B. Idol, Guard Supervisor,

Dredging Division. Garfield Mayers, Guard, Maintenance Division. Rafael Herrera, Manassa Garrick, Boo' - keeping Machine Operator, Accounting

Division. Joseph A. Taylor, Library Assistant, Civil

Affairs Bureau. Reuben J. Aikman, Clerk Typist, Railroad

Division. Dario E. Perez, John P. Montgomery. Al- fonso L. King, Sylbert A. Bowen, Vic; >r E. Bailev, Guard, Dredging Division. Genarina Sanchez, Sales Clerk, Supply Division. Peter A. Warner, Lead Foreman, Public- Works, Maintenance Division. Mrs. Mary T. Helm, Clerk Tvpist, Division of Schools. Nelson R. Clark, Hermanus A. Kleefkens,

L. D. Bowman, Jr., Joseph M. Hunt,

Rufus C. O'Neal, Leonard Wolford, Supervisory Marine Traffic Controller, Navigation Division. Richard W. Thompson. Preston M. Trim,

Jr., Frank P. Marczak, Oscar O. Brown,

Jr., Martin S. Sawver. Philip F. Whitney. Rutherford B. H. Stroop HI, William E. Weigle, Jr., Marine Traffic Controller, Navigation Division.

The Panama Canal Review 21
CANAL

HISTORY

50 Years Ago

President Taft's decision to grant

longer leaves to the Canal's hourly employees was received on the Isthmus 50

years ago this month, but more than

100 boilermakers already had returned

to the United States. Beginning with

the New Year, hourly employees were

to receive four weeks leave with pay

each year. They could defer two weeks

of the leave, allowing them to accumulate six weeks with pay for the second

year.

The slide on the east bank of the Canal opposite Las Cascadas, which

originally became troublesome in April

1908, broke loose again on December 4, 1910. Before the material could be

cleared away, a much larger break oc- curred on December 13 and carried away all tracks on the east half of the Canal prism before stopping. Despite

the setback from the slides, excavation

during December in the Central Division was 1,408,881 cubic yards. This

made output for the year of 1910 total 18,552,961 cubic yards, the largest in

this division during any calender year

since the United States began work on

the Canal.

Christmas trees were imported from

the United States, Santa Clauses put

in an appearance and there was an abundance of town parties and other

festivities to mark the holiday celebration for the 2,000 North American chil- dren in the Zone 50 years ago. 25 Years Ago

As war clouds loomed in Europe,

there was concern in official circles over Canal defenses. Congressman Charles

A. Wolverton of New Jersey, a member

of the Panama Canal Committee, said

after a visit to the Zone that the Canal's

air defenses were inadequate and that present strength should be more than

doubled.

Toward the end of the month, Gen.

Lytle Brown, Commandant of the or- ganization then known as the Panama

Canal Department, proposed a five- year, $25,000,000 Canal defense pro- gram to Congress. The plans called for a large scale construction effort, which

General Brown said were necessary for

efficient functioning of the military

defenses for the Canal.

Official figures released during the month showed a decrease in both transits and tolls for the year of 1935, as compared with 1934. Meanwhile, P. V. G. Mitchell, Vice President of the Inter- national Mercantile Steamship Co., urged revision of Panama Canal tolls.

Treaty negotiations between Panama

and the United States were in progress

in Washington, but no definite outcome was expected until after the first of the year. Zone residents came in for a tongue-lashing in a "Washington Post"

article authored by Paul V. Shaw,

former Columbia University professor,

who attacked both their mentality and

their attitudes toward other people.

10 Years Ago

As 1950 drew to a close, U.S. citizen employees of the Canal organization

faced payment of a retroactive income

tax for 1950. Several bills had been in- troduced in Congress which were de- signed to eliminate the retroactivity

feature of the law extending the income

tax to Zonians, but none had been

passed. The Internal Bevenue Bureau,

meanwhile, announced plans to open an

office in the Zone early in January.

Although the dry season was due to arrive any day, December of 1950

started off with torrential rains. Floods

in the Darien region left 2,500 homeless

and there were a number of slides on

the Trans-Isthmian Highway.

The Panama Canal organization

issued an official announcement that the

Cristobal Coaling Plant, which had been

operated for 35 years, would be closed

at the end of 1951 because of lack of demand for coal.

With the end of World War II more

than five years in the past, the Pacific Main, first Japanese ship to make the Canal transit since July 1941, arrived December 10 from Kobe, enroute to Philadelphia.

One Year Ago

The Canal itself provided the only

link between the two sides of the Zone

a year ago this month as slides and

washouts disrupted all traffic on the Boyd-Roosevelt Highway and a slide derailed a Panama Hailroad train. Mail,

supplies, and personnel were shuttled back and forth between Gamboa and

Gatun, bypassing the blocked section of railroad and hignways, by Dredging Division launches. Bainfall was so heavy

and continuous that all 14 gates at Gatun spillway were opened for the first time in 16 years and the second time

in the historv of the waterway.

RETIREMENTS

Betirement certificates were presented

at the end of November to the employees listed below, with their birth- places, positions, years of Canal service,

and future residence. Winston P. Abemathy, Kentucky; Time,

Leave, and Payroll Clerk, Accounting

Division; 17 years, 11 months, 11 days;

Kentucky and Florida. Ralph E. Blevins, Virginia; Pumping Plant Operator, Maintenance Division; 12

years, 1 month, 6 days; Tampa, Fla. Peter H. Borger, New York; Pumping Plant Operator, Maintenance Division; 25

years, 9 months, 7 days; Panama.

Russell H. Brubaker, Ohio; Supervisory

Baker Specialist, Supply Division; ,18 years, 6 months, 9 days; Lakewood, Calif. Egbert S. Clarke, Barbados; Baggage Room

Worker, Terminals Division; 45 years, 3 months, 9 days; Brooklyn, N.Y. John E. Davis, California; Pumping Plant Operator, Maintenance Division; 21

years, 9 months, 27 days; Panama.

Miss Monica E. Farley, Minnesota; Ele- mentary and Secondary School Teacher,

Division of Schools; 35 years, 7 months, 27 days; undecided. Edward McDonald Gittens, Colon; Cablesplicer Helper, Electrical Division; 23

years, 9 days; Colon.

Mrs. Zelda E. Glassburn, New York; Supervisory Certification Clerk, Central Employment Office; 19 years, 9 months, 25

days; St. Petersburg, Fla. Earl H. Johnson, West Virginia; Wood and

Steel Carman, Railroad Division; 16

years, 11 months, 8 days; Panama.

Pedro Lucero, Panama; Dock Worker, Terminals Division; 31 years, 6 months, 6

days; Panama. Edward W. Millspaugh, New York; Lock

Operator Pipefitter, Locks Division; 20

years, 1 month, 23 days; Florida. Jose E. Silva R., Panama; Deckhand, Navigation Division; 18 years, 9 months, 26 days; Panama.

22 December 2, 1960
More Picnic

Areas

On The Way

Fenced area atop Contractors Hill to be picnic grounds when completed.

More picnics, moonlight barbecues,

and small-boat cruises in local waters

are in the offing for Panama Canal employees and their families as part of the general plan for improved recreational

facilities within the Canal Zone. The development of several scenic

picnic areas, including one atop Contractors Hill, is included in plans being

prepared bv the Canal organization's

Recreational Facilities Committee,

working under the general direction of the Engineering and Construction Bureau Director. Also slated for construction as part

of the program are several new launching ramps to facilitate the launching of small boats. Ramps presently are avail- able onlv at private clubs and boating

areas. New ramps are to be located in Gamboa near the former police boat- house, in Gatun on the embankment

between the railroad tracks and Gatun

Locks, and in Cristobal in front of the

electrical power station. Madden Lake

ramp facilities are to be improved and

work already is under way on a 700-foot ramp near the Dredging Division Docks

at Diablo Heights. Parking areas for boat owners will be built near all launch

ramps.

In addition to the spectacular Contractors Hill site, other picnic areas to be

developed are located across the highway from Summit Garden and in a scenic spot above the Miraflores Filtra- tion Plant. Work on improvement of the picnicsites and the new launching ramps will be started early next year by the Pan- ama Canal Maintenance Division, using

funds allocated especially for that purpose. Organization of the Recreational

Facilities Committee and studies for improving recreational facilities in the Zone were ordered by former Gov. W.

E. Potter as a result of suggestions

received during Civic Council meetings.

The working committee is headed by

M. S. Slotkin, Assistant Designing Engineer, and includes G. C. Lockridge,

Supervisor of Physical Education and

Athletics for Canal Zone Schools; R. G. Laatz, planner in the field office of

the Maintenance Division; and N. L. Randall of the Engineering Division

Projects Branch. Charles McG. Brandl,

Project Engineer for the widening of Gaillard Cut, was original chairman of the committee, but now is serving as an

honorary member.

Better facilities for launching boats are included in the recreation improvement program.

The Panama Canal Review 23
SHIPPING

December Cruise Ships

Five cruise ships carrying an aver- age of 500 tourists each will call at Cristobal during the month of December. One of them, the Holland American Liner Nieuw Amsterdam, will make

two trips during the month, one bringing her into Cristobal December 8 and

the second the day after Christmas.

Other cruise vessels scheduled during

the month are the Cunard Liner Matiretania on December 26, the Holland

American Liner Rotterdam on December 29, the Bianea C. of Atlantic Cruise,

Inc., on December 31, and the Italian Line's Cristoforo Colombo, due the same

day, on her first visit to Canal pints.

With the exception of the Bianea C,

which is starting her cruise in Miami,

all the vessels are sailing out of NewYork.

"Paraiso'' Returning

The Panama Canal's dipper dredge

Paraiso, which was leased three years ago to the U.S. Army Corps of Engineers

TRANSITS BY OCEAN-GOING

VESSELS IN OCTOBER

1959 1960 Commercial 853 913

U.S. Government 11 16

Total 864 929

TOLLS • Commercial $3,823,672 $4,497,912

U.S. Government. 62,859 84,377

Total $3,886,531 $4,582,289

CARGO (long tons) Commercial 4,288,638 5,067,301

U.S. Government. 89,761 112,200

Total 4,378,399 5,179,501

'includes tolls on all vessels, ocean-going and small

for use on the Great Lakes and the St. Lawrence Seaway, is due to return to the Isthmus about the middle of December. The dredge will return home

the same way it was sent to the United

Controllable pitch propellers are one of the important features of the three new, highpowered tugs now being built for the Panama Canal Company by the Diamond Manufacturing Co. in Savannah, Ga. Tugs used in European harbors have been equipped with this special type of propeller since World War II, but they have come into general use in the United States only in recent years. The propellers being installed on the new Canal tugs are

of Norwegian design and were built in the United States by the Wagner Machine Co. of Long Island City, N.Y. They will permit the tug to maneuver forward and backward without

the use of a reverse gear and are especially useful on tugs working in confined waters, such

as the Gaillard Cut. The first of the three tugs, the John F. Wallace, was launched in Savannah last month and will be ready for delivery about mid-December. The second will be ready early in February and the third in mid-March. Panama Canal crews will be sent

to the U.S. to bring the new craft back to the Isthmus as they are completed and accepted.

States—as a passenger on a U.S. Navy

floating dry dock. Preparations for the return of the dredge were started in October and

actual departure was scheduled from

Boston the latter part of November. It will be accompanied by the three 1,000-

cubic yard scows, one of which will travel in the drydock with the Paraiso,

while the other two will be towed

behind. The drydock and scows will be brought down the east coast by a ssagoing tug. After arrival here, the dredge will be overhauled and put back

into working condition by the Panama

Canal forces. It then will be placed in use on the widening of Gaillard Cut.

Testing "Hercules' " Strength

The strength of the Canal's 250-ton

floating crane Hercules, which will be

used in January during Locks overhaul, was tested at the Industrial Division in Cristobal last month. The big crane will be used to lift the massive Gatun Locks

miter gates off their pintles and float them onto concrete blocks where they

will be overhauled. During this time the crane will be required to handle ap- proximately 200 tons in weight. The

tests at the Industrial Division established that the Hercules, built to lift 250

tons, could successfully lift up to 330

tons.The Hercules has been in Canal service since before the First World War. It was built, together with the Ajax, in Germany and was towed across the

Atlantic to Panama. The Ajax was sold

several years ago, leaving the Hercules

as the largest floating crane in Canal

service.

New Rice Carriers

Some of the Isbrandtsen Line ships

which run regularly through the Canal

on a round-the-world service, may soon be carrying rice in bulk from the Pacific Coast to Puerto Rico. According to the

Pacific Shipper, the shipping company

was expected to sign contracts with the Grossjean Rice Milling Corp. & Farmers

Cooperative to move 42,000 tons of rice from the Pacific Coast to Puerto Rico

annually beginning in January. Twelve

Isbrandtsen vessels will be refurbished

for this service at a cost of 8700,000.

No advance notice of the arrival of the

first ship at the Canal has been received here yet by C. B. Fenton & Co., agents.

24 December 2, 1960


LATIN AMERICA

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