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PANAMA f^M CANAL m

^^.f^^-"^

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IN THIS ISSUE

Cut Widening Scenes

Signal Station Retired

Plannji

N^jf^ofclsiia^'ffeOlaique

<R|ARY 1964 Cut Widening Progress,^ Pattern
Robert J. Fleming, Jr., Governor-President David S. Parker, Lieutenant Governor Frank A. Baldwin

Panama Canal Information Officer

Official Panama Canal Publication Published monthly at Balboa Heights, C.Z. Printed at the Printing Plant, La Boca, C.Z.

Distributed free of charge to all Panama Canal Employees.

Robert D. Kerr, Press Officer

Publications Editors Robert D. Kerr and Julio E. Briceno

Editorial Assistants EinJicE Richard, Tobi Bittel, and

TOMAS A. CUPAS

Where Is It?

And

When?

0\ OUR COVER: Progress of work on the widening of

the Canal on the final reaches througli Gaillard Cut from

300 to 500 feet is visible in the "skinned earth" area along

tlie west bank, at right as you look at tiie picture. The

aerial photo was taken from a point almost directly over Camboa Bridge. The line indicates approximately futtire width of the Canal after removal of about 11,200.000

cubic yards of rocky material from the west bank. Work

began last January on the tliird, final, and largest phase

of the $44 million program for widening of the cut, a program started in 1959. Tlie current contract work is being done primarily by 44-cubic-yard scraper units,

nearly twice the size of any power scrapers ever used

before on any Canal Zone projects.

HOW FAMILIAR are you with the

history of the Panama Canal? How

closely do you inspect your surroundings? And how well does the geography

of the Isthmus register on your memory?

The picture at left was printed from a negative in official files of old glass

negatives. Can you guess what the scene is, and about what date? If so, drop a note to the editor of The Review,

along with the reason you think

)Our guess is correct on place and

appro.ximate date. We'll let you know in a later issue, along with an explanation of how it's possible, by close inspection of the

picture, to establish place and time. Yes, that's a French rail car, and for the benefit of rail buffs to whom it would mean something, it has a link and pin coupler, not an automatic

coupler.

The sand along the tracks and the

barrels under shelter at right aren't useful as clues. Don't waste time on

them. The hills in the distance could be

clues. That's not a signal in right background, it's a pole with insulators. .\nv ideas as to where the scene is, and when?

If so, pitch in. There'll be no

"winner," but it could be fun. Other old

pictures will be published periodically

for similar guessing games. Index

Cut Widening Views 3

Planning, Control Tool 4

Major Ocean Ports , 6

Signal Station "Retired" 7

New Lockage Technique 8

Isthmus Industry 10

Canal History, Retirements 12

Anniversaries 13

Promotions and Transfers 14

Cristobal Schedule 15

Shipping 16

2 January 1964
A view of part of the Cut widening project not visible from the Canal or from Camboa

Road along the east bank. It's spoil bank No. 1, sloped toward the Mandinga River parallel

to the course of the river, and away from the Canal channel, for earth stability and to minimize the amount of bank wash that will get back into the river and eventually into the Canal. This reduces the amount of dredging necessary to keep the channel clear.

Bird's Eye View

Of Canal Widening Work

APPROXIMATELY 3,200,000 cubic

yards of material have been removed

from Gaillard Cut under current contract work in Las Cascadas-Bas Obispo

Reaches for widening of the Canal from

300 to 500 feet.

Removal of the remaining estimated

1,800,000 cubic yards under the Zone I (above elevation 95) contract should be

completed bv the end of April, 6 months

ahead of scheduled completion date.

The contract, with Moretti-Harrison,

Inc., of Miami, Fla., covers removal and

disposal of the non-rockv overburden

earthv material. It is based on removal

of 4V2 million cubic yards, with option

for the Panama Canal of having an

additional 675,000 yards removed at the

The Panama Canal Review 3

same unit price of 44.8 cents per yard.

Upon completion of this contract, the work remaining in the Canal widening project will be removal of approximatelv 11,200,000 cubic yards of rocky

material from the 3-mile long north end

of Gaillard Cut making up Las Cas- cadas-Bas Obispo Reaches.

It is anticipated that most of this material will be taken to the site of the proposed Trinidad Dam and used in construction of the dam. Completion of

this final phase of the widening project

is contingent upon budgetary considerations, but its actual completion probabl\' could be achieved in about 3 \'ears of intensified effort. Canal engineering

officials believe.

Jutting out from the west bank of the Canal

near Camboa is Mandinga flare, which is being cut back to approximately the line shown, for improved visibility for pilots, although the work is not necessary for adequate channel width. This work is being done by the Dredging Division because the flare is isolated from the contract work area by the Mandinga River,

and making it a separate project simplified the contract job.
TTJT !»»'• S I

1 MMA.%7,r

flcc n^i^CHThe fine points of a PERT chart are explained by Kerry B. Magee of the Executive Planning Staff. Magee trained more

than 400 Panama Canal employees in the

use of the new management control tool. This chart was part of a larger one used to organize the move of the Panama Canal

Printing Plant from Mount Hope to La

Boca—a complex job with a deadline. A\ A CANAL Zone housewife who makes

plans for a formal dinner party for 20

guests will carry out in her mind,

whether she knows it or not, a type of project planning which her engineer or manager husband would call PERT, and

which more and more Panama Canal

management, staff, engineer, and supervisor\' personnel are using every day in their respective jobs.

The housewife certainh' has a project

when she must invite guests, plan an

elaborate dinner to feed 20 hungry

people, and line up extra help. She

undoubtedh' figures out a way that the program actualh' will be accomplished rather tlian a way in which it might be accompulished, whith is one

of the first steps in the use ri^PERT.

She lists the major activities'^ be

completed ' "' <" < i'"- and the food assembled and

the time necessary to comn^

acti\it\'. In her mind she willVTetermine

the expected time to make each dish, clean the house and invite the guests

bv combining optimistic time, the most

likeK time, and pessimistic time. And

she will consider the servants and

the weather. This may be an over-simplified example of a new management planning and

January 1964
control tool which is being used by

business and Government organizations

in the United States, and is now being

employed more and more by the Canal

organization.

The letters P-E-R-T stand for Pro- gram Evaluation and Review Technique, or as it has been explained by

the original advocates, a new technique

for planning any project that involves

a number of different tasks that must

be coordinated.

PERT was developed in 1958 by a management consultant firm working

with the Naw's Special Projects Office,

whose most pressing problem was get- ting the Polaris submarine out to sea

at the earliest possible moment. It has

since won international acclaim as a management 'Tareakthrough" for saving

time and resources in the race for space. "PERT has become so widely used

at present that it seems likely to outlive

Polaris for which it was designed,"

Willard Eraser, the father of the system,

said in an article on its origin.

He also described PERT as a management planning and control tool for defining and integrating what must be

done to finish complex jobs in time to meet a deadline.

Mrs. Frank Lerchen, whose husband is the Panama Canal's Designing Engineer, has been using Program Evaluation and Review

Technique unknowingly for years in her

daily duties as housewife, mother, and

hostess. Here she is putting the final touches to a table set for a formal dinner party—also a complex job with a deadline.

However it is described, PERT is being used by nearly every Canal organization bureau to carry out various

projects. The name PERT crops up in nearly every executive conference and

PERT charts appear on many office walls. A visitor to a management or official planning conference who assumes a dazed expression when he hears the word PERT just isn't hep. PERT, he

will soon learn, is being recognized

these davs as the management system

of the century and the first ever created

to incorporate uncertainty in planning

and to measure with anv certaint\' the

Program Evaluation

and

Review Technique

current progress and the predicted progress for meeting not only R&D objectives, but also objectives of other tN-pes of programs or projects.

Projects planned and carried out by

the PERT svstem range from the move

of the Printing Plant from Mount Hope

to La Boca, to the overhaul of a Navigation Division tug. It is being employed now in the planning phases and will be

actually used when the time comes to move Gorgas Hospital facilities, first into the new hospital building in Ancon

and later, into the renovated A, B, and

O buildings.

The past vear has been a probation

period for the implementation ot Jftn i into the Panama Canal organizations.

However, from the results of the various

successful pilot projects, management

has been convinced that PERT is in- deed a dynamic planning tool that can

assist managers at all levels in the accomplishment of a particular task.

In the typical Stateside business

organization using this new system,

there always exists a hard core of dedi- cated advocates of PERT who do the

"sales work," lay the ground rules for

their company, and set up training pro- grams, and in general try to acquaint

both management and labor with this planning concept. The Panama Canal

is no exception to this, as two men in the Executive Planning Staff have done

just this sort of "pitch" work; Kerry B. Magee and Noel C. Farnsworth. Both men have attended PERT courses in the States and are avid readers on the

subject of PERT. One needs to talk to them for only a few minutes to realize that they have a firm belief in PERT

and that it is the answer to many

managers' problems.

To accomplish this mission of intro- ducing the basic concepts of PERT and

to give up-to-date information on this new management technique to Panama

Canal employees, courses have been

held during this past vear for all levels of management, including supervisory,

staflF and engineering personnel. The

most successful of these occurred in October when a PERT Institute was held

for first-line supervisors who received

the training enthusiastically. In all, more than 400 men and women emplovees have received training in PERT.
MaJ or 'cean Ports

Aerial view of the River Thames, showing the Tower Bridge and four of the five dock

systems of the Port of London.

Departure of the big P. and O. passenger liner Himalaya

from the Tilbury Landing Stage. This floating jetty, 1,142

feet long, enables the largest ships using the port to come

alongside at any state of the tide. The Himalaya has been

a Panama Canal visitor several times recently on the England to Australia run.

Lonoon

THE PORT OF LONDO.V is one of the top 10 ports in the world. More than 56 million tons of cargo passed into, out

of, or through the port in 1962. This

included more than 43 million tons of imports, over 10 million tons outwardbound, and nearly 3 million tons on

trans-shipment.

New quay cranes, heavy lift floating derricks and other equipment modernized or being modernized speed handling of cargo for a nation which relies heavily on raw materials and products

from other lands. Britain imports all its

oil, cotton, rubber, and sulfur, virtually

all its wool, half its food and iron ore and large quantities of paper, tobacco,

and chemicals. There also are sizeable imports of manufactured goods made

from these basic products.

\'ia "roll-on," "roll-off" vessels at the Port of London docks, road vehicles enter by ramps and on reaching the continent are driven off to proceed to their destination, literally an international "ferrv." A number of the mobile cranes at the docks are of special design. One

t\pe, for example, has a long, curved

jib to permit high piling of long lengths

of lumber.

Britain's merchant marine of approximately 20!2 million tons makes up about

50 percent of active world shipping.

British shipyards have an estimated

annual capacity of I'A million tons and

build more than a third of the world's new shipping.

View of shipping in one of five main docks which comprise the West India & Millwall Docks group. Trade of these docks extends to North and South

America, East, West and South Africa, India, the Mediterranean, France,

Spain, Portugal, Scandinavia, the Middle East, Far East, and Persian Gulf.
Cucaracha Signal Station, 352 feet above sea level at Contractor's Hill, served for almost half a century as an aid to navigation of ships

through the Canal.

THE PANAMA Canal's Cucaracha Sig- nal Station, after almost half a century

of continuous service, has been inacti- vated, a victim of progress. Widening

of Gaillard Cut from 300 to 500 feet has

done vi'hat slides in 1918 were unable

to accomplish, and operation of Cucaracha Signal Station was discontinued

last month.

The Cucaracha Signal Station, on

Contractor's Hill, consisted of a small concrete structure with telephone, desk

and chair inside, and mast with cones and balls on it outside. Before the Cut widening, this signal station was

important as an aid to navigation. The

widening of Gaillard Cut makes further operation of this station unnecessary.

In its nigh 50 vears of existence,

Cucaracha Signal Station has weathered

slides, rock falls, and several moves. For the past 3 years this station has

been situated some 352 feet above sea

level at Contractor's Hill. But for many

years the station was located south of

its present site, low and close to the water at an elevation of some 100 feet. The historv of Panama Canal signal

stations goes back to March 5, 1913,

when Capt. Hugh Rodman, first Marine

Superintendent of the Panama Canal,

advocated six signal stations in a report

on preliminary studies of the Canal he

submitted to Colonel Goethals. Cucaracha Signal Station, at the foot of Contractor's Hill, went into operation

in 1914 along with its sister stations. The buildings were white, with red

roofs, in order "to attract the eye as far

SIGNAL STATION

Veteran

"Retired"

as possible to aid navigation of ships

through the Canal." One of the signal- man's duties, outlined in his responsibilities, was "to report via telephone

when land slides occurred within his vision and knowledge."

The 1918 slides at Gaillard Cut

resulted in Cucaracha Signal Station's

first move for, said a report,"The loca- tion at the foot of Contractor's Hill was

too dangerous with rocks constantly

breaking and rolling down, endangering

the lives of men assigned there."

The temporary signal station struc- ture was replaced in July 1923 with the new Cucaracha Signal Station. Little more than a year later, on November

24, 1924, this station was threatened

during a slide. A portion of the site of old Cucaracha Village was buried and

the vicinity of the Cucaracha Signal

Station covered vWth mud and rocks following torrential rains.

In May 1928 concrete structures were recommended for all Panama Canal sig- nal stations, "which were a source of worry and required constant watching

and repair on account of ants."

The importance of the Cucaracha

Signal Station was recognized in 1930,

when a news report termed this one of the vital installations along the Canal. "From his position the signalman can

see a great distance through the cut and it is his duty to report movements

of ships north- and southbound, and

record the time of each in his log. Without this station (Cucaracha) located here

there would be many accidents as the channel is narrow and winding, and the (See p. 15)

The Panama Canal Review

Going . • • f

HYDRAULIC

AS|ST

NOT LONG AGO. the United States

flag ship MonticeUo Victory, a behe- moth with a beam of 102 feet and a length of 736 feet, was "flooded" on

a surge of water out of Gatun Locks and into the Canal channel leading to Limon Bay.

It was not an emergency measure,

nor was there anything mechanically wrong with the Monticello Victory. The Panama Canal Marine Bureau was making one of the first tests of a new method of ejecting deeply laden

vessels from the lower chambers of

certain of the Panama Canal Locks. The Monticello Victory was carrying 4L086 long tons of fuel oil from Cali- fornia and had a draft of more than 37 feet.

The method, worked out by Capt.

I. G. Hay and Capt. R. L. Erixon, two

alert Panama Canal pilots, is proving

highly successful and has been termed by Gov. Robert J. Fleming, Jr., as "a major breakthrough in one of the

Canal's tough shiphandling problems."

In simple language, it involves the admission of water into the lower locks

chamber behind a departing supership

to create a flow of water out of the chamber. The ship floats out into the channel on a moving river of water. Marine Bureau authorities believe

that the system will do much to expedite the handling of very large vessels

in the locks and at the same time

eliminate damage sometimes caused when the sides of a wide-beamed cargo

carrier rub against the lock chamber

walls.

Particular difliculty had been experi- enced in moving the larger ships out

of the last lock chamber northbound at Gatun and moving them out of the lock chamber southbound at Pedro Miguel. The technique requires that the ship be placed well forward in the chamber.

After the water in the chamber has been

spilled to the level of Miraflores Lake,

or sea level, as the case may be, the lower gates are opened and fully recessed. As the ship moves forward, aided by locomotives, water is admitted

into the end of the lock chamber behind

the ship's stern through the culverts, as when normally flooding to lift a ship

into the chamber.

Goim. .

.

M^ith towing locomotives being used

at the bow for lateral control, the ship moves out of the chamber, sailing down

the centerline at normal unlocking

speed. During the tests, the ship leaves

the chamber without touching the walls. The ships' engines are stopped and are not used again until the vessel is clear

of the gates.

8 January 1964

The new method eliminates the

diflFerential water head encountered by

the large ships when they leave the

lock chamber and gives pilots and locks personnel better control.

Successful tests are being made

regularly at Gatun and Pedro Miguel

with greater speed in unlocking being

achieved as the technique is improved.

The Panama Canal Review 9

With water swirling astern, the lumbering bulk carrier Nagano, filled to the brim with a record-breaking load of 49,332 long tons of coal, moves without a wobble from Pedro Miguel Locks. Breaking for the fourth time her own Canal cargo records, the ship was on

her way last month from Norfolk, Va., to Japan. The new hydraulic assist method of moving

big beamed customers out of certain locks chambers was used on her with decided success. The Nagano, a 757-foot-long Liberian flag vessel, carries iron ore from Peru to Baltimore and coal from Norfolk to Japan. She is operated by the Marine Transport Line, Inc., and

is represented at the Canal by Wilford & McKay. On her next to last trip, in November,

she brought a whopping 48,771 long tons of iron ore northbound from Peru. Her beam of 102 feet leaves little room to spare in the Panama Canal Locks.

. . . Practically Gone
The new El Faro (The Lighthouse) apart- ment building on Manuel Josd Hurtado

Street in La Cresta, built by Constructora

Martinz.

ISTHMUS INDUSTRY

Martinz* Enterprises

MARTINZ' ENTERPRISES is a closely interlocked industrial combine that has

evolved out of Panama's growing construction needs. Started in 1919 by

Louis Martinz, the concern has ex- panded through the years, and now

comprises Compania L. Martinz, S.A., Concrete, S.A., Aserradero El Chagres,

S.A., Constructora Martinz, S.A., and

Beta, S.A. These companies are engaged mainly

in the production of concrete and concrete fixtures, lumber, and heavy equipment—all vital links in the construction

field. Compaiiia L. Martinz, S.A., managed

directly by Mr. Martinz, is engaged in the rental of heavy equipment, and,

mainly, in land developing, such as the Las Cumbres real estate development,

a mid-way residence point between

Colon and Panama. Las Cumbres is a

tract consisting of more than 2,700

acres, with all modern living conveniences, besides a 1 square kilometer

artificial lake, recently added.

Concreto, S.A. has three plants pro- ducing trans-mix concrete, concrete

pipes, pre-cast concrete, and prestressed members. Manager of this company is engineer Robert Zauner. Aserradero El Chagres, S.A., on the Trans-Isthmian Highway, the lumber

division of the combine, sells the only

lumber in Panama treated against ter- mites and other wood boring insects. The process is done in special cylinders

where the air is extracted from the lumber, which is then impregnated

with special chemicals. Managing Aserradero El Chagres, S.A. is Fernando

Manfredo, Jr. Constructora Martinz, S.A. is in the

actual construction business, has re- cently built the El Faro Building in La Cresta and the Chase Manhattan

Bank building. Beta, S.A. which deals

in building real estate, owns the

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

10 January 1964
chase Manhattan Bank building in front of the Panama Hilton, and other commercial buildings.

In Panama, Martinz' Enterprises has

been a pioneer in good relations between workers and business. A club was formed by Empresas Martinz many

years ago for the benefit of the workers

and their families. The club members

are the workers, its board of directors

consists of two employees from each of the five companies, elected by their fellow members. The clubhouse has

been totally remodeled, with Empresas

Martinz footing the bill. There was a big reopening ceremony in October.

The plans for the club renovation were

the direct result of discussions between

employees and the enterprise. It has a

large meeting and assembly hall, an

indoor sports room, a barber shop,

library, and dining room. One of the

activities of the Club Unido de Empresas Martinz (CUEM) is the savings

cooperative, for which the enterprise

gives 6 percent interest, 3 percent more

than the usual bank rates, in an effort to teach the advantages of saving to the workers. The Softball league is one

of the most popular of club activities, of five teams, each one represents one

of the companies. The purpose of this league, besides the beneficial effects derived of active participation in sports,

is to encourage friendship and unity

among the workers. "We're really like a family," says Louis Martinz, Jr. "The employees are almost totally the original ones hired

to fill the job when the different companies started."

Originator of this enterprise, Louis

Martinz, a Panamanian citizen, was

originally from Carinthia, Austria. He

studied masonry as a young man, later obtaining his degree as an engineer.

He arrived in Panama to establish himself definitely in 1914 and has been in industry here ever since.

Wood load about to enter the impregnating cylinders for processing of treated wood at the Aserradero EI Chagres plant. oMIBi

Jorge Ledezma, president of the Workers'

Club, Louis Martinz, Jr., public relations

officer, and Manuel Vejas, Compania Martinz officer, looking over reconstruction work on the Martinz Employees Club.

Louis Martinz as he delivered a year-end

bonus check to one of Concreto, S.A.'s employees.
CANAL HISTORY

50 t/earJ c^^o

AN END to the giant project of constructing the Panama Canal was in

sight. Steps were being taken toward

consolidation of the remaining work,

permanent townsites were being built, and in Washington, D.C., President

Woodrow Wilson signed an Executive

Order which would abohsh the Isthmian

Canal Commission in April 1914 and

authorize the President to complete,

operate and govern the Canal through a governor to be appointed by the Presi- dent with the advice and consent of the Senate. The first self-propelled vessel completed a passage through the Canal

from ocean to ocean on Januarv 7. It was the crane boat Alex LaValletj which

had come to the Cut from the Atlantic entrance. The boat passed through

Pedro Miguel locks at 9:30 a.m. and

Miraflores locks at 10:15 a.m., arriving

in the Pacific channel at 11:05. She

carried onh' the regular crew. The first towing locomotive of the order for 40 placed with the General

Electric Company arrived Januarv 27

from New York aboard the SS Cristobal

It had been carried to the Isthmus on

the deck of the Cri^obal in a special cradle lashed to the No. 4 hold. The Panama Canal Record of Januar\' 14 carried in full the rules for the measurement of vessels using the Pan- ama Canal.25 yfearJ cAg.o

AS WORLD WAR II drew closer in Europe, the U.S. War Department in Washington came out in favor of construction of a third set of locks for the Panama Canal. Secretary of War Harry

W. Woodring said that the new locks would probably cost about $200 million and would be used exclusively bv the

U.S. Navy.

Included in President Roosevelt's emergency defense program was $27

million to be used for improvement of the defenses of the Canal. President Roosevelt told newsmen that the United

States should assist Panama in concret- ing the national highway and that he was in favor of better highwaxs for Panama principally in the interests of defense of the Canal. Gov. C. S. Ridley of the Canal Zone

stressed in the annual report the need

for improvement and enlargement of the Canal to increase its capacity and

the close relation of this project with

defense.

The Panama Canal operated on a 24-hour schedule in order to accomodate the U.S. fleet which arrived at Balboa from California. Composed of 140 surface vessels and submarines

including 2 aircraft carriers, the fleet was on its way to the Caribbean for battle maneuvers which were to emphasize the impregnabihty of the Navy's

defense of the Panama Canal against

any invader.

iO yiearA cAg^o

WORK ON rebuilding of the Balboa

Flats area begun as Maintenance Division forces moved into the area for extensive grading and the relocation of

a section of Morgan Avenue. The $iy2

million quarters reconstruction program

in Balboa Flats was one of the largest

single project in the fiscal year's housing

plans.

The Booz, Allen, and Hamilton

report on extra compensation paid

workers in the Canal Zone was pubhshed. It made a number of recommendations, several of which were later adopted.

Hospitalization insurance was made

available to employees of the Canal

organization with pa)'roll deduction

service for pavment of premiums.

h\ Washington, D.C., the House of Representatives approved a resolution pro\iding for increased cash reUef pay- ments for retired non-U. S. citizen employees. The bill increased the maximum payments to retired employees

from $25 to $45 a month.

One y^ear c4g.o

THE END of the 32-day dock strike at east and gulf coast ports caused a 2-week dela\ in the second phase of the periodic overhaul of Miraflores Locks. Since the second phase would leave

Miraflores on one-lane service, it was

decided to wait until the surge of shipping expected here following the

strike had been cleared before overhaul

continued.

The 22,000-ton nuclear-powered ship

Savannah arri\ed at the Canal from the west coast and was docked at Balboa.

Visitors were allowed on board during

the 3-day stav in port. This was the sec- ond visit of the Savannah to the Canal. The Panama Canal Division of the National Maritime Union of America was extended official recognition by

the Panama Canal in accordance with

the executive order providing for employee-management cooperation in the Federal service.

RETIREMENTS

EMPLOYEES who retired in November, with their positions at time of retirement and years of Canal service: Manuel Aguilar, Boatman, Locks Division

(Atlantic Side); 36 years, 2 months, 8 days.

Martin Amador, Guard, Terminals Division (Atlantic Side); 21 years, 6 months,

21 days.

Vincent Biava, Chief Foreman Machini.st (Marine), Dredging Division; 23 years, 9 months, 14 days.

Russell T. Billison, Police Sergeant, Police Division (Atlantic Side); 16 years, 11 months, 6 davs. Augustus O. Blandford, Stevedore, Terminals Division (Atlantic Side); 23 years, 6 months, 26 days. Jose P. Brown, Helper Lock Operator, Locks Division (Atlantic Side); 42 years, 12 months, 20 days. Pedro R. Coco, Linehandler, Locks Division (Pacific Side); 22 years, 10 months, 5 days.

Philip L. Dade, Program Manager, Civil Defense (Pacific Side); 26 years, 2 months, 11 days, Ratan Dalap, Stevedore, Terminals Division (Atlantic Side); 33 years, 22 months. James A. Dorsey, Lead Foreman, Railroad

Division (Atlantic Side); 27 years, 6

months, 26 days.

Natalio Espinosa, Leader Stevedore, Terminals Division (Pacific Side); 21 years,

1 month, 12 days. Daniel Gardinier, Stevedore, Terminals

Division (Atlantic Side); 22 years, 3

months, 20 days. Charles W. Harrison, Test Operator-Fore- man (Mechanical), Electrical Division,

(Pacific Side); 33 years, 24 days.

Roy T. High, Supervisory Pharmacist,

Gorgas Hospital; 23 years, 9 days. Alonzo Knight, Painter, Maintenance Division (Atlantic Side); 39 years, 1 day.

Hipolito Linarez, Linehandler, Locks Division (Pacific Side); 22 years, 2 months,

20 days.

Bently B. Murphy, Laborer (Heavy), Terminals Division (Atlantic Side); 30 years, 6 da\s. Pedro j. Ruiz, Guard, Terminals Division

(Atlantic Side); 33 years, 1 month, 20 days.

Reginald Small, Launch Operator, Navigation Division (Atlantic Side); 19 years, 9 months, 12 days.

Santiago Villareal, Helper Lock Operator, Locks Division (Pacific Side); 24 years, 10 months, 24 days.

Douglas White, Messenger (Motor Vehicle), Terminals Division (Pacific Side); 35

years, 17 months, 18 days.

12 January 1964
ADMINISTRATIVE DIVISION

Charles K. Cross

Supervisory Administrative

Assist4ji*liGeneralJ,

James

William F. A. Ifill Stockman

ANNIVERSARIES

(On the basis of total Federal Service)

COMPTROLLERS OFFICE

Robert K. Hanna

Accountant

MARINE BUREAU

Garfield L. Alleyne

Helper Lock Operator

Edgar F. Baseombe

Clerk John Cillard Leader Maintenanceman

(Rope and Wire Cable)

Ubaldino Mudarra

Linehandler (Deckhand)

Glynn L. Terrell Towing Locomotive Operator

ENGINEERING AND

CONSTRUCTION BUREAU

Alejandro Navarro

Laborer (Heavy)

Honr^rPearl

i.nginee^iiCengii

/ilson ^(Float/g /lant)

, Bruce^

stant Commi:

Store Manager

Benito Ortiz Laborer (Heavy)

TRANSPORTATION AND

TERMINALS BUREAU

Lewis Callender Truck Driver

CIVIL AFFAIRS BUREAU

prady B. Hardison

Police Private HEALTH BUREAU

Alexander Egudin

Supervisory Pharmacist Gustave Rawlins Leader Exterminator

Beatrice H. Simonis

Director of Nursing

NEW ORLEANS OFFICE

Mary W. Raymond

Secretary (Stenography)

PERSONNEL BUREAU

Kathyleen R. Miller Supervisory Personnel Technician

SUPPLY AND COMMUNITY

SERVICE BUREAU

Jose D. Altamar B. Garbage Collector Francisco E. Avila M.

Utility Worker

Julio C. Castillo Cook

O. A. de Alvarado Accounting Assistant Aquilino de la Cruz Grounds Maintenance

Equipment Operator

Candido de los Rios Laborer Enos Clifford Dean

Field Tractor Operator Jeanne A. Ewars Counterwoman

Winston E. Grant Motion Picture Projectionist (35 mm)

Ethel L. Hanssell

Sales Checker

Silvia I. Hinds

Snack Bar Operator

Harold N. Lewis S. Guard

Luis Mahoney

Painter Martin Mendoza M.

Utility Worker

Pascual Orozco Grounds Maintenance

Equipment Operator

(Small)

Alejandro J. Perez P. Counterman

Theodora A. Powers

Presser (Flatwork)

Geniva G. Ross

Sales Clerk

Jos^ H. Valdes Laborer (Cleaner) Alberto Valencia Garbage Collector Easu E. Young

Leader Scrap Material

Sorter

MARINE BUREAU

Alberto Alvarado

Asphalt or Cement Worker

Carl E. Barker Leader Sear

Clifford O. B»

Painter Oliver H. Brathwaite HelpeP Lock ( Orlis J. Bush

Leader Sean Pablo aDio Filos ri ^ A^—

Linehandfr (Deckhand) | Eustaquio GatvaiT"'^^"^^

Asphalt or Cement Worker

Pedro Garay Boatman

William A. Gibbons

Launch Operator

Wenceslao Gomez

Linehandler

Isac N. Gordon

Helper Lock Operator

Donald J. Grimm

Lock Operator (Electrician) Ramon E. Guevara D.

Linehandler (Deckhand)

Fitz H. Harding

Linehandler (Deckhand)

Aston E. Heron Seaman

Arnold W. Jackson

Control House Operator

Virgilio Pinzon

Helper Lock Operator

Conrado E. Pimienta Cement Finisher (Limited)

Eduardo Valdez

Carpenter

Glanville L. Wilson

Leader Maintenanceman

(Rope and Wire Cable)

Jos^ M. Yangiiez

Helper (General)

ENGINEERING AND

CONSTRUCTION BUREAU

Juan Aguilar Laborer (Heavy)

Regina T. Banister Cartoeraphic Draftsman

eman

stems)

Safety Officer Miguel A. Moreno M.

Seaman

Jose Murillo Maintenanceman

(Distribution Systems) Charles L. Mussa Seaman

Jose O. Velasquez

Leader Seaman

TRANSPORTATION AND

TERMINALS BUREAU

Theodore A. Anderson

Chauffeur

Jesus Bonilla A. Stevedore John C. Brown

Heavy Dutv Equipment

Bodv Rebuilder

Phillip A. Gill Truck Driver (Heavy)

Fredrick A. Lawrence

Tnick Driver Louis Robinson

Linehandler

Ruth C. Sawyer

Clerical Assistant (Stenography)

CIVIL AFFAIRS BUREAU

Mical Johnson Grounds Keeper

(Sports) Joseph T. Kozlowski

Custodian, Postal and

Philatelic Stock

A. G. Webster

Elementary Teacher, Latin American Schools

HEALTH BUREAU

Clyde E. Alleyne Laborer (Heavy-Pest

Control)

Martin Barrios D. Pharmacy Assistant Juan Carvajal Laborer (Heavy-Pest

Control) M. P. de los Ri'os Laborer (Heavy-Pest

Control) Bartolo Gonzalez Food Service Worker

Eugenio Hernandez

Hospital Attendant Helen F. Hoverson

Chief Dietician Albert L. Phillips

Launch Operator (Small) Deighton G. Standard Laborer (Heavy-Pest

Control)

Ku P. Wing

Cook

The Panama Canal Review 13
PROMOTIONS AND TRANSFERS

EMPLOYEES promoted or transferred between November 5 and December 5

(within-grade promotions and job reclassifications are not listed):

ADMINISTRATIVE SERVICES

DIVISION

Cleveland C. Soper III, Photographic Laboratory Technician (Still) to Photographic Laboratory Technician (Still) (Chief, Reproduction Branch).

George G. Graffman, Passenger Rate Assist- ant to Inspector (Household Goods

Shipment).

CrVIL AFFAIRS BUREAU

Robin A. Boardman, Clerk-Stenographer,

Office of the Director, to Secretary

(Stenography).

Michael Zombory, Administrative Services

Assistant, License Section, to Supervisory Realty Specialist (Chief, License

Section), License Section, Land License.

Division of Schools Emma L. Mason, Substitute Teacher, U.S.

Schools, to Teacher (Senior High-U.S.

Schools). Judith L. Tumey, Substitute Teacher to Teacher (Elementary-U.S Schools). David A. Stanley, Leader Laborer (Cleaner)

to Lead Foreman Laborer (Cleaner). ENGINEERING AND CONSTRUCTION

BUREAU

Raymond N. Shaw, Civil Engineer (General) to Supervisory Civil Engineering

Division.

Electrical Division Hugh M. Thomas, Jr., Shift Engineer

(Mechanical) to Test Operator-Foreman

(Mechanical-Power System).

Cosme Morales, Helper Cable Splicer to Maintenanceman (Distribution Systems).

Dredging Division Frederick L. Walton, Jr., Engineer, Dipper

Dredge, to Chief Engineer, Towboat.

Jorge E. Aguas, Lock Operator (Machinist), Locks Division, to Machinist (Marine).

Claude C. Jesse, Linehandler, Locks Division, to Seaman.

Maintenance Division Seldon E. Shambo, Maintenanceman to Carpenter. Pedro Gilvez, Laborer (Cleaner), Supply

Division Retail Store Branch, to Laborer

(Heavy).

HEALTH BUREAU

Elmira J. Walton, Staff Nurse to Staff Nurse (Leprosy), Palo Seco Leprosarium.

Gorgas Hospital Rose N. Cohen, Mary M. Mills, Staff Nurse to Staff Nurse (Medicine and

Surgery).

Linda L. Freeland, Staff Nurse to Staff Nurse (Obstetrics).

Division of Sanitation Justo M. Ayarza, Fermin Bosquez, Rail- road Trackman, Railroad Division, to Laborer (Heavy-Pest Control).

MARINE BUREAU

Navigation Division August J. C. Egle, Pilot, Probationary, to

Pilot. Earl A. Sayre, Joseph H. Thomas, Pilot-in- Training to Pilot, Probationary.

Fred J. Ryan, Shipwright, Industrial Division, to Lead Foreman (Harbor). Calvin E. Bourne, Maintenanceman to Carpenter.

Industrial Division Victor M. Briceno, Boilermaker to Lay-Out

(Boilermaker).

Conrado V. Brown, Maintenanceman

(Boats) to Carpenter (Marine). Marcus E. Hart, Helper (General) to Gasoline Engine Mechanic (Maintenance).

Locks Division Angelo Stefani, Linehandler to Timekeeper.

Richard D. Brown, Joseph Burke, Truck

Driver to Truck Driver (Heavy).

OFFICE OF THE COMPTROLLER

Edwin C. Mcllvaine, Accounting Assistant, Supply Division, Office of General Manager, to Accountant, Accounting Division. Dona T. Craig, Clerk-Typist, Motor Transportation I>ivision, to Clerk-Typist,

Accounting Division. SUPPLY AND COMMUNITY

SERVICE BUREAU

Alberto L. Brown, Clerk, Electrical Division, to Timekeeper, Community Services Division. Supply Division Ucaston A. Barclay, Leader (Dairy Utility) to Leader Maintenanceman.

Eliott F. Brathwaite, Painter (Sign), Maintenance Division, to Sales Clerk. Nemesio D. Dixon, Linehandler, Locks

Division, to Warehouseman.

Dorril D. Dorman, Laborer (Cold Storage)

to Laborer (Heavy-Cold Storage).

Sabino John, Laundry Worker (Heavy) to E.\tractor and Tumblerman.

Maria M. Lewis, Meat Wrapper to Grocery

Attendant.

Estela Mitchell, Assistant Baker to Baker. Romelio O'Neill, Helper (General) to Tool- room Attendant. TRANSPORTATION AND TERMINALS

BUREAU

Terminals Division Granville C. Lewis, Timekeeper to Supervisorj' Timekeeper.

Rudolph A Brissett, Frank S. Johnson, Stevedore to Winchman.

Justo J. Earlington, Manuel R. Echeverria,

Abraham Espino, Guillermo Estrada, Jr., Lucas Flores, Domingo Grant, Cyril M.

Harper, Manuel B. Herrera, Jose D.

Martinez, Jose M. Maza, Francisco

Perez, Dock Worker to Stevedore. John J. Christopher, Linehandler, Locks

Division, to Dock Worker.

Motor Transportation Division William T. Hampton, Leader Automotive

Machinist to Lead Foreman (Automotive

Equipment Repair).

Kenneth A. Thompson, Leader Automotive

Machinist, to Lead Foreman Automotive Mechanic.

Aurelio Perez, Truck Driver to Guard. Domingo J. Bonilla, Woodworth R. Draughon, Albert E. Hatch, Jr., Truck Driver

to Truck Driver (Heavy). Arthur J. Edwards, Helper Automotive

Machinist to Materials Handling Equip- ment Repairman (Maintenance).

Agustin Diaz, Sylvester E. Lessey, Helper

(General) to Materials Handling Equip- ment Repairman (Maintenance).

OTHER PROMOTIONS which did not

involve changes of title: Luther B. Sartain, Jr., Supervisory General Engineer (Chief, Electrical-Mechanical

Branch), Engineering Division. Macon W. Foscue, Supervisory Electrical Engineer (General), Engineering Division. John R. Hammond, Jr., Supervisory Mechanical Engineer (General), Engineering Division. Donald W. Date, Willard E. Gwilliam,

Edmund R. MacVittie, Architect, Engineering Division. Jimmy R. Givens, Budget Analyst, Gorgas

Hospital.

Maxine A. Cawl, Arden L. Swisher, Supervisory Timekeeper, Navigation Division. Malcolm J. Stone, Admeasurer, Navigation

Division. Kira V. Yepes, Clerk-Typist, Coco Solo

Hospital.

14 January 1964
READERS OF The Panama Canal

Review who would like to have

friends or relatives receive the Review are urged to subscribe for the additional copies by mailing $1

to "The Panama Canal Review,

Box M, Balboa Heights, C.Z." The

subscriptions are handled by the Communications and Records Section in the basement of the Administration Building at Balboa Heights.

Mail subscriptions are sent directly

from the La Boca Printing Plant to the addressee, thus avoiding additional expense and bother for those sending them, many of whom have

in the past handled the mailing

themselves. The airmail subscription

rate is $4.35 a year.

Schedule of Cristobal for 1964

Veteran "Retired"

{Continued from p. 7)

ships cannot see each other in time to avoid collisions. The station, by use of

balls and cones, advises the pilots where

ships will meet as well as the number

to be met," the report explained.

The signals used in dispatching boats through the Canal are found nowhere

else in the world, the report said, and

only the workmen and pilots who come

under the port captain's ofiBce need

know their meaning.

Three years later, in 1933, the signal svstem used at the Panama Canal signal

stations was described in an official report as the most archaic feature of the Canal and a more modernized system was proposed.

In 1941 came Pearl Harbor and blackouts, and special instructions for the Panama Canal signal stations. No lights, other than signal lights ordered by the

dispatcher, were permitted. Obstruction, residence, and all other lights had

to be off, and as soon as the signal

lights served their purpose, these, too, were turned ofiF. Abandonment of the Cucaracha Sig- nal Station was proposed about 10 years

ago. The Cut widening made the pro- posal a reality, and on December 7, 1963, the Cucaracha Signal Station building was abandoned.

The only signal stations now in operation on the Canal are the La Pita and

Gamboa stations. Flamenco station at the entrance to the harbor on the

Pacific side, and a station atop pier 6

at Cristobal.

Leave

New Orleans

4 p.m.

Mon. Jan. 13

Leave

New Orleans

1 p.m.

Tues. Jan. 28

Wed. Feb. 12

Tues. Feb. 25

Tues. Mar. 10

Tues. Mar. 31

Tues. Apr. 14 Leave

New Orleans

4 p.m.

Tues. Apr. 28

May 9

May 20

June 1 June 13

Arrive

Cristobal 7 a.m.

Sat. Jan.

Fri. Jan. Arrive

Cristobal 7 a.m.

Sat. Sun

Sat.

Sat.

Sat.

Sat.

Feb.

Feb.

Feb. Mar.

Apr.

Apr.

Arrive

Cristobal 7 a.m.

417

1 16

29

14

4

18

Leave

Cristobal 3 p.m.

Sun. Jan. Sun. Jan. Leave

Cristobal 3 p.m.

Sun. Feb.

Mon. Feb.

Sun.

Sun. Sun.

Sun.

Mar.

Mar.

Apr.

Apr.

Sat. Wed.

Sun.

Fri. Wed.

Mon.

Sat. Wed.

Sun. Thurs. Wed.

Sun. Thurs.

Sun. Sun.

Sat.

Sat.

Sat.

Sat.

2

13

May

May

May 24

June 5

June 17 June 29

July 11 July

Aug.

\ug.

Aug.

Sept

Sept

Oct.

Oct.

Oct. Nov

Nov. 28

Dec. 12

Sat. Wed.

Mon.

Sat. Thurs. June 25

Tues. July 7

•Sat. July 18

"Wed. July 29

"Sun. Aug. 9

•Sat. Aug. 22

'Wed. Sept. 2 •Sun. Sept. 13

Wed. Sept. 30

Wed. Oct. 14 Tues. Oct. 27

Tues. Nov. 10

Tues. Nov. 24

Tues. Dec. 8

Tues. Dec. 29

• Preference for passage on these trips will be given to teachers and the employees with

children of school age traveling with them.

22

2

13

26

6

17

4

18

31

14

Leave

Cristobal 3 p.m.

Sun. May

'Thurs.

'Mon.

•Sat. •Thurs. •Wed.

•Sun.

Thurs. Mon.

Sun.

Thurs. Mon.

5

19

2

17

1 155

19

3

14

Fri. Mon.

Mon.

Sun.

Sun.

Sun.

Sun.

May

May 25

June 6

June

July

July

July

Aug.

Aug.

Aug.

Sept

Sept. 18

Oct. 5

Oct. 19 Nov. 1 Nov. 15 Nov. 29

Dec. 13

18

1 1223

3

16

27

7

Arrive

New Orleans

8 a.m. Thurs. Jan. 9

Thurs. Jan. 23

Arrive

New Orleans

8 a.m. Thurs. Feb. 6

Fri. Feb. 21

Thurs. Mar. 5

Thurs. Mar. 19

Thurs. Apr. 9

Thurs. Apr. 23

Arrive

New Orleans

8 a.m. Thurs. May 7 Mon. May 18

Fri. May 29

Wed June 10

Mon. June 22

Sun. July 5

Thurs. July 16

Mon. July 27

Fri. Aug. 7

Thurs. Aug. 20

Mon. Aug. 31

Fri. Sept. 11 Tues. Sept. 22

Fri. Oct. 9

Fri. Oct. 23

Thurs. Nov. 5

Thurs. Nov. 19

Thurs. Dec. 3 Thurs. Dec. 17

, ACCIDENTS.

FOR

THIS MONTH

AND

THIS YEAR

NOVEMBER

ALL UNITS

YEAR TO DATE

CASES

•63 202

•62 246

2603(36) 2697

CASES

•6314

181(9) 119

•62 16

DAYS

ABSENT

•63 "62 374 499

22497(998)9015

( ) Locks Overhaul Injuries Included in total.

The Panama Canal Review 15
SHIPPING

New French Freighter

AN ADDITION to the Black Diamond

Steamship Co. round-the-world cargo

ship service arrived at the Canal during

December from New York and sailed

for the Far East. She was the Frenchflag Capraia, built in the yards of Chantiers Navale de la Ciotat, France, in 1963 for the Compagnie Maritime des

Chargeurs Reunis. The 18.5-knot cargo

liner has cargo and refrigerated space,

heav)- lift derricks and air-conditioned accommodations for 12 passengers. She

is the first of three new vessels being

built for the Far East trade and will be

followed within a few months by the MV Cypria. These ships were built as replacements for three older vessels now being operated by the Black

Diamond Co. on a round-the-world

service, according to Norton Lilly,

agents here for the line.

Record-Breaker Due

IT WILL BE "Operation Shoe Horn"

for the Panama Canal this month when

the giant San Juan Prospector, a super

tanker-ore carrier, arrives from Trinidad

for transit. One of the largest vessels ever to transit the Canal, the San Juan

Prospector is 83.5 feet long and 106.4

feet in beam.

This makes her longer than any other commercial cargo ship to transit except

the Orion Hunter, and wider than any

in this class except the Sinclair Petrolore. Her summer deadweight is a

TRANSITS BY OCEANGOING

VESSELS IN NOVEMBER

J 963 J 962 Commercial 946 924

U.S. Government 24 38

Free 5 7

Total 975 969

TOLLS"

Commercial $4,883,995 $4,685,585

U.S. Government. 81,964 213,824

Total.... $4,965,959 $4,899,409

CARGO"

Commercial 5,398,696 5,177,407

U.S. Government. 56,540 110,207 Free 9,530 51,027

Total. . . . 5,464,766 5,388,641

* Includes tolls on all vessels, oceangoing and

small. *"*Cargo figures are in long tons.

record-breaking 71,308 tons and her estimated Panama Canal net tonnage

about 37,800 tons—higher than any

other commercial customer in the past, including the famous old Bremen. The tanker-ore carrier has an inter- national background. She was built at the Mitsui Shipbuilding and Engineering Yards in Japan in 1962, sails under

a Liberian flag, and is owned by San

Juan Carriers. According to her agents,

Bovd Bros., she is due to arrive in Cristobal January 21 from Trinidad and

will go through the Canal immediately on her wav to Peru to load a cargo of

iron ore for Japan.

The Canal bade farewell to a regular customer last month. Capt. Ernest B. Rainier, right, acting chief of the Navigation Division, presents Capt. Carlo Kim, master of the Amerigo

Vespucci, a Panama Canal transit certificate honoring the final transit of his ship through

the Canal. At left is Capt. Allesandro Zerega, manager of the Italian Line in Cristobal. The Amerigo Vespucci was the last of three Italian Liners to be removed from the Europeanwest coast of South America run and replaced by new passenger vessels.

Former Yachts

SOME of the ships using the Panama

Canal have what might be called checkered careers. None could be more

checkered or full of past glory than the 185-foot Mizpah, which is now owned

by the Merren Shipping Co., is regis- tered in Honduras, and makes regular

trips through the Canal with bananas. Although she is now reduced to cargo

class vessel, the Mizpah was built in 1926 by the Newport News Shipbuilding and Dry Dock Co. as a luxury yacht.

Originally named the Savarona, the yacht was constructed at a cost of nearly $300,000 for Richard M. Cadwalader, whose wife was the granddaughter of the builder of the Brooklyn

Bridge. The Savarona had a Sperry gyroscope aboard, an unusual device

for a ship of this type. She later passed | into the hands of James Elverson, owner

of the Philadelphia Enquirer, who

renamed her Mizpah.

According to a brief history printed

in a recent issue of the "Shipyard Bulletin," the ship was purchased in 1929

bv E. F. McDonald, Jr., president of the Zenith Radio Corp., and 13 years

later passed into the hands of the U.S. Navy, commissioned as a patrol yacht,

converted for wartime duty and oper- ated in the Eastern Sea Frontier. She

completed 21 escort missions between

New York and Key West from 1942 to 1944 carrying the escort commander's

flag during the last 4 voyages.

In 1944 the yacht was assigned to the Atlantic Fleet Amphibious Training Base at Little Creek, \'irginia. She was

used primarily for navigation instruction purposes and spent much of her time in Chesapeake Bay. Before her war career was o\er, the Mizpah served

as flagship, commander destroyers, U.S.

Atlantic Fleet. When the war ended,

the vessel was decommissioned and in 1947 passed under Honduran registry.

Some other former yachts now

making regular transits through the Canal on the banana carrying trade include the Cn/stal, built as the Vida in Wilmington, Calif., in 1930 and the Vanda, built in 1928 in Bath, Maine,

as the San Bernardino. The Vanda,

undergoing overhaul in Jacksonville,

Fla., received a certificate in 1958 for making the most transits during the

fiscal year. She came in second in 1960.

16 January 1964




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