UNIVERSITY

OF FLORIDA

LIBRARIES

Digitized by the Internet Archive

in 2010 with funding from

University of Florida, George A. Smathers Libraries

http://www.archive.org/details/panamacanalreaug1968pana


.
VV. P. Leber, Governor-President

H. R. Pabfitt, Lieutenant Governor

Frank A. Baldwin

Panama Canal Information Officer

/I .mmK

Morgan E. Goodwin, Press Officer Publications Editors Theodore Barrincton, Tomas A. Cupas

Editorial Assistants Evnice Richard, Tobi Bittel, Fanndz P. Hernandez, and Jose T. Tunon

Official Panama Canal Publication Published quarterly at Balboa Heights. C.Z

Printed at the Printing Plant, La Boca, C.Z. Review articles may be reprinted in full or part without

further clearance. Credit to the Review will be appreciated.

Distributed free of charge to all Panama Canal Employees

Subscriptions, $1 a year: airmail $2 a year; mail and back copies (regular mail), 25 cents each Postal money orders

Editorial made payable Qffices arr

to the

i ocatcd Panama Canal Company should be mailed to Box M, Balboa Heights CZ m t he Administration Building, Balboa Heights CZ

"el Sms- *"*»

A HOLE LOT OF TROUBLE...

Sndex

A Hole Lot of Trouble 2 San Miguelito 6

The Art of Repairs 9

Anniversaries 12

Hemisfair 13 Canal History 15 La Arena Pottery 16

Shipping Notes 19

Insurance Protects 11,000 Employees . _ 20

Port Kobe, Japan 21 Shipping Storv,

Statistics 22

Cover Story,

OUR COVER of the recent repairs at Catun locks, as ivell as the sketches

printed on pp. 9-11, are the work of

Artist Al Sprague, a Curundu Junior

High School teacher. His paintings and

sculpture have enjoyed wide .showings

both in the United States and the Canal

Zone, and he is on permanent display

at Amherst College in New England and in the Union of South Africa. The SHOZAN MARU at Baltimore drydock, after PanOtnal expertise got her floating again.

2 August 1968
Robert W. Lowry, left, Assistant Chief of the Dredging Division, and Capt. Richard C.

Sergeant, the then Captain of the Port, Balboa—two of the key men in resolving the Shozan Maru crisis.

The terse announcement that the Panama Canal was open

to ships again conveyed none of the drama and anxiety

through which the organization had just lived: "The Pan- ama Canal is now back in operation after having been

closed to traffic by a ship accident in Gaillard Cut" the key

paragraph read.

The interim of that stoppage was among the most dramatic

in the history of the Canal, and the refloating operation which was accomplished in the period ranks with the most notable

achievements of the men whose job it is to keep the waterway

open

.

The events that led to the unexpected-a super bulk carrier

sunk in the middle of Gaillard Cut-began on February 25.

It was Carnival Sundav on the Isthmus, one of the years

most festive days. An added attraction was the third round

of the 1968 Open Golf Tournament at the Panama Golf Club,

an event which particularly attracts Canal Zone residents.

At the Canal, operations were apparently calm. But in

transit was a 746-foot bulk carrier, the Shozan Maru, of 55,000

deadweight tons and laden with 51,806 tons of iron ore. She was approaching the midway point of her Pacific-to-Atlantic

transit, and was already in the Cut. Suddenly, the Shozan

Maru struck the bank of Las Cascadas Reach.

The vessel started taking water badly, and soon David

Sullivan, in charge of dispatching in the Gamboa Field Office

of the Dredging Division, had his hand full-Iiterally-a microphone in one and a telephone in the other. There was equipment to be mobilized, personnel to be located, instructions

The Panama Canal Review 3

THE DOUBLE

to be conveyed, innumerable queries to be answered. The

seriously damaged Shozan Maru kept moving in a game effort

to reach Gamboa and the safety of a beaching area, a

tantalizing three miles away.

Shortly after the initial report of the accident-the worst

had materialized. From the nearby launch Shearwater came

word that the Shozan Maru had sunk approximately one mile

from Gamboa. Confirmation came quickly from the tug

Stevens which had rushed to assist the stricken vessel The

message from the Stevens master, Riggs Forest: "The Shozan

Man, is very definitely and very firmly grounded by the head

at Station 1515 and the Panama Canal is blocked.

Among the first to arrive on the scene was R. W. Lowry

Assistant Chief, Dredging Division, who had been summoned

from home where he was operating his ham radio. With

Capt. Arthur L. Logan, St., Assistant Port Captain, Balboa,

he went to the Shozan Maru by launch from Gamboa.

"It was a shocking sight," Lowry recalls. "The ore carrier was aground with the forward portion of the ship considerably lowered." The grounded ship became the rendezvous for key Canal

officials: Col. James A. Betts, Engineering and Construction

Director; Capt. Donald A. Dertien, Marine Director; Capt.

A L. Gallin, Chief, Navigation Division; and Capt. Richard

A Sergeant the then Captain of the Port, Balboa, who joined

Lowrv and Logan on the bridge. By then, a preliminary

estimate of the situation was available. The ship's forepeak

and No. 1 ballast tanks were flooded, but no water had

entered the cargo holds.
". . . the answer came soon

.

. ."

Ashore, men and equipment were being mobilized for what

officials already knew could be a round-the-clock operation.

The buoy tender U.S. Atlas was ordered to the grounded

ship. Victor C. Melant, the Dredging Division's Construction

and Maintenance Superintendent, joined the Atlas. Even at

this early stage, a critical order went out: put plenty of air hose aboard the Atlas. Aboard the Shozan Mam, a plan of action emerged from

the conference. It consisted of three alternatives-dewatering

the flooded compartments with the ship's pumping gear, forc- ing the water out of the hole in the bottom by compressed

air, or jettisoning cargo as necessary to refloat the vessel. Gov. W. P. Leber went to the bridge of the Shozan Mam,

followed a short time later by Lt. Gov. H. R. Parfitt. With three alternatives now endorsed by the Canal's two top

officials, the salvage operation drew nearer to execution. Arriving on the scene were the then Acting Chief of the Industrial Division, Julius Grigore, Jr., Salvage Master Burt Powell,

C. W. Field, Dennis Gilbert and Earl Robbins, also of the

Industrial Division, and diver Ralph Morales. By this time the situation had grown more acute with the

report that the No. 2 starboard ballast tank of the Shozan

Mam was flooding. The go-ahead came from Canal officials: "We are placing the carrying out of this mission in the hands

of a team of two men-Burt Powell and Bob Lowry."

The news that the Canal was blocked already had spread.

Local correspondents of stateside wire services converged on

the Information Office in the Administration Building. Mrs. Tobi Bittel, who was in the office, bore the brunt of the initial queries until the arrival of the then Press Officer, Robert D

Kerr. By evening, the Press Office staff was' answering

telephone calls from news media in Miami, New York, and

Chicago, keeping local reporters informed of developments

and arranging for on-the-spot coverage by Isthmian newsmen,

network film correspondents and local television cameramen'

The Panama Canal Information staff was to keep on the job

through the next day.

Aboard the Shozan Mam, word was anxiously awaited from

diver Morales, down inspecting the damage. His report immediately eliminated the first alternative in the plan of action; the rupture in the skin of the ship was too big to be sealed with

collision mats and permit use of the ship's pumps to dewater

flooded compartments. But the damage was located far enough

below the waterline to attempt the second alternative-use of compressed air.

Even so, preparations were made to be ready for the third alternative-jettisoning cargo. Walter Malone, master of the 250-ton floating crane Hercules, began rigging Derrick Barge

No. 157 for clamshell operation if needed.

In the Gamboa shops, B. M. Parmentier, John Farrow and

Noel Gibson went to work cutting steel plate flanges to blank
I i

3f

The Shozan Maru tied up at Gamboa after refloating was completed.

off vent pipes on the ship. Aboard the Shozan Maru, the crew

of the Atlas lent a hand with the removal of deck vents. When

the vent pipes were sealed and the air hose connected, the compressor aboard the Atlas began pumping air into the Shozan Maru.

To force out the tons of water that had poured into the

vessel through the gash in the forward peak above the keel,

11 pounds of air pressure per-square-inch would be required.

The forepeak tank-tops of most seagoing ships are tested to

six pounds per-square-inch. No one knew the construction of

the Shozan Mam's tank-top. Could the ship's deck stand the pressure of millions of pounds of compressed air pushing

against it? Everyone on the job knew it was a gamble.

The answer was not long in coming. Almost imperceptibly, the bow of the huge vessel which had been resting on the bottom of the Canal, started to rise. Eventually, the compressed air pushed the water in the peak tank vertically downward by 24 feet-and the air was bubbling through the ragged gash below. The bow had been raised two feet:

But then, another crucial decision had to be taken. Should

the ship he moved now? The consensus was that it was worth

another gamble. Should it fail, the situation would be no

worse than when the refloating operation had begun. Canal

officials acted decisively, and the order was given: "We take

full responsibility. Captain Sergeant, proceed to Gamboa

moorings under tug power without using ship's propeller.'

With four tugs assisting, the Shozan Maru began inching

forward, its keel close to the bottom of the Canal. But Captain

Sergeant, drawing on a lifetime of experience in putting ships

through the waterway, maneuvered the large vessel successfully- over the last critical mile. As if symbolically, dawn was

just breaking—and the Shozan Maru was safe at mooring. The

Panama Canal has shaken off its "darkest night," said officials involved in the refloating operation. But still there were problems. With the waterway blocked,

ships had lined up along the Canal at both entrances awaiting

transit. When the Canal was declared reopened to traffic, the backlog numbered 84 vessels. The problem was compounded

by the fact that the blockage occurred while one lane at Gatun Locks was out of service for overhaul. Then the Locks and Navigation Divisions swung into action. Equipment was moved to Gatun Locks, including the Dredging Division's floating crane Hercules, to reopen the east lane, and the final push came on February 29 when 65 oceangoing

ships were transited-an effort which required, among others, the varied skills of pilots, marine traffic controllers, admeasurers, deckhands, tug and launch crews, operations and

maintenance supervisors, control house operators, lockmasters,

towing locomotive operators, line-handlers, and helpers.

Thus, three days after that fateful February 25, the Panama

Canal had left crisis behind and was basking in congratulations

pouring in from the shipping world. Official praise was be- stowed on the Navigation, Dredging and Industrial Divisions,

and commendations were extended to Captain Sergeant, to Lowry and Powell. The highest accolade embraced the entire Panama Canal organization, one from Secretary of the Army

Stanley R. Resor, in a letter to Governor Leber:

"Dear Governor Leber:

"Please accept and convey to the members of your staff and

to the employees of the Panama Canal Company my highest

respect for your outstanding achievement in handling this past

Sunday's mishap. Your actions in averting a near disaster once

again rcmiiid us all of our continued pride and esteem for your entire organization. In recognition of the professional

competence and devotion to duty of all, Well Done!"

The Panama Caxal Review
ii>an ifligueltto . .

.

towndi of a sriem Tva&ue fizvtA,

The Holy Mass has reached a

climactic moment—the Communion by

the celebrant and the assembly. God

has accepted the sacrifice of Christ

just offered to Him, and gives back

Christ Himself, dead and risen, as the nourishment of Christian life. A guitar caresses the silence, and a

high-pitched Panamanian voice with an

accent of the Interior rises in a song of

joy, joined by hundreds of other voices

in a "torrente paso trote."

This is part of the Panamanian Mass,

sung with the music and words of Panama's folklore, in a hymn of praise

which brings forth all the fervor of the people.

Why the gay rhythm?

"Because no one is sad when he eats,"

is the simple explanation by Jose Nelson

(Pepe) Rios, composer of the music

and words of the Native Panamanian

Mass of San Miguelito.

And the torrente paso trote pro-

^>

Francisco Medina: the drums speak of jijoy.

ceeds vibrandy through the Eucharistic

Banquet.

Everything about the Native Pan- amanian Mass is impressive. The temple

where the service is offered, Church of Christ The Redeemer, was built only

three years ago and does not follow conventional lines. It is shaped like a gigantic tent-just as the earliest temples were in the Bible. The circular,

galvanized iron roof, about 150 feet

in diameter, rests on rectangular pillars

and, at opposite ends, on two structures that serve as chapel and storage room, respectively.

"This represents the real concept of a church and a people on the move,"

according to Father Leon Mahon, 42,

a priest of the new breed. He came

from Chicago five years ago to direct a

pilot project based on the new system

of the Catholic Church for the formation of laymen as the basis for the

survival of the Church itself. The Native Panamanian Mass is an

expression of that new concept. And

the singer-composer Pepe Rios, with

his simple enthusiasm born of deep

faith, is an example of the new Catholic

in Panama who believes, understanding

what he believes. Born in Chitre, he

works as an accountant with the National Service of Volunteers, Panama's Peace Corps. With his wife

Silvia and four children, he has lived

five years in San Miguelito, the mushrooming community of low-income

people on the Tocumen Airport Road

at its intersection with the Trans- isthmian Highway. He is just over 30. His passion for native music (and

dancing) has always been strong. The idea of the Native Panamanian

Mass came to Pepe while attending a

cursillo (a modified form of weekend

retreat) on Christian initiation, one of the many which the team of priests of the community, aided by a group of Maryknoll Sisters, has organized for the

residents. On the second day of the

retreat, Pepe-whose restlessness is betrayed by his eyes-broke with tradition. He brought along his guitar, and

* *"^"

Jos£ Nelson Rios, composer-musician.

instead of spending the evening crack- ing jokes the 40 men in the retreat put on a native dance. The next day, instead

of a dance, it was a serenade.

Through Pepe and his companions

at the retreat, grassroots Panamanians

again had expressed their joy through

the means best known to them-folk

music. Encouraged, Pepe Rios then composed what he entitled, "Classical Panamanian Melody" which he sang

for the first time at Mass in October

1965. The purpose of the hymn was

to prepare the assembly for the Communion. This "Classical Melody" re- mains a part of the Native Mass. Panamanians who hear it recognize

its tune immediately-the tamborito

"Hojita de Guaruma."

But with what solemnity it is imbued

through the slowest of rhythms given

by Pepe Rios to this peak moment of acclamation! And, as in many of his other verses, Pepe Rios retained much

of the words of the liturgy:

Holy, Holy is the Lord

And of the universe He is God;

Blessed is he who comes

In the name of the Lord.

Holy, Holy is the Lord

And of the universe He is God.

Heaven and earth are filled With Thy Glory, Great Lord.

6 August 1968
"^nfc tl\z people

.

. .

rase up auft rejutrefc.

>

-Eiodus

The simplicity of the words is in keeping with the acclamation in the

liturgy:

Holy, Holy, Holy Lord God

of Hosts. Heaven and earth are filled with your glory.

Hosanna in the highest*. Blessed is he who comes in the name of the Lord. Hosanna in the highest.

Encouraged by Father Mahon, Pepe

Rios devoted himself to composing the

full Native Panamanian Mass. By Christ- mas, 1965, he had finished the Invitation, the Glory to God, the Alleluia Hymn and the Creed. By the middle of 1966, the Lamb of God, the Offertory,

and the Communion and the Dismissal

hymns were ready.

The Native Panamanian Mass of San

Miguelito consists of 13 hymns. The first

five correspond to the Entrance Rite. As Pepc Rios explains, the music of the first two is gav, as befits the joy of those who go to meet the Lord. The

Introduction is a saloma and the Invitation a tamborito, both original compositions. But in the third hymn, the music turns solemn and reverent. It is a torrente de llanto.

As the Mass proper begins, the plaintive, repentant notes of the imploring

"Capricho Montanero" rise from the

jSt*"*

*8^&£«

The statue of Jesus rises above San Miguelito.

assembly in the Kyrie Litany, imploring

the Lord's forgiveness:

Lord have mercy

Have mercy upon us. Ouo, uo, ouo, uo.

But the music turns exultant again

for the Glory to God, a hymn of exaltation sung with a tuna beat: "Glory

to God in Heaven and His peace for him who loves Him."

"It's the song of a man who feels he

has been pardoned," Pepe Rios explains,

"and longs to exalt the dignity of God."

The Mass then enters into the Liturgy

Father Leon prepares to give communion to a young couple during Mass.

of the Word, in which God transmits an actual message of life through the

Scripture. This message reaches the assembly with special efficacy when the Church proclaims the Word of God in

the liturgy.

And this, which Pepe Rios describes

as "the most mystical part of the Mass,"

begins with a torrente valdivieso for the

Alleluia which precedes the word of

the Son of God. Then, the sung Creed,

in which the assembly replies to the Word of God by proclaiming its baptismal faith: We believe in God,

We believe in Him,

In our Father the Creator,

Hey, hey, ho, we believe.

It is a slow cumbia, neither gay nor

sad, but sung with fervent enthusiasm.

The "Choral Punto" announces the Liturgy of the Eucharist. For the Offertor)', Pepe Rios chose the music of

the classic Panamanian punto, which in

years past was the favorite of the

aristocracy: Bless the bread and the wine,

Most Loving Lord,

And become the body and blood

Of the Redeemer Teacher.

is the final stanza of the "Choral Punto." And responding to the celebrant's
.

The congregation singing with the musicians during services.

invitation to recite the Eucharistic

Prayer, the assembly chants, "Holy,

Holy, Holy is the Lord" to the slow

beat of "Hojita de Guaruma."

This moment of intense devotion,

perhaps the deepest of all spiritual

emotions for the participants, is pro- longed by the "Slow Lament," a gallino

which is the hymn of the Breaking of the Bread-the rite which reproduces

the gesture of Christ breaking the bread

at the Last Supper, as the father does

at the family table when he breaks the bread for his children: Lamb of God

Who takes away

The sins of the world. Have mercy on us. And as participation in the Mass

culminates in communion by the cele- brant and the assembly, the two

Communion hymns ring out joyfully . . .

a torrente paso trote and a torrente Maria

which close with the stanza: Through this pure morsel, In your promised kingdom.

I hope to have earned

Infinite glory.

Lord, come to our people.

Who long for Thee. Come.

As the blessing of the Almightv

descends upon the assemblv, imparted

by the celebrant to conclude the Rite

of Dismissal, the faithful sing a torrente zapatero, whose final saloma—"ouo, uo, Alleluia"— lingers on after the Native

Panamanian Mass has come to an end.

All this Pepe Rios composed by ear, for he has had no formal music education. He hopes to attend the National

Music Institute soon. From the very beginning, the Native

Mass has enjoyed wide acceptance in the San Miguelito community. Composed in antiphonal form (repetition of music and words) to facilitate memorizing, all the regular participants in the 9 a.m. Sunday Mass sing it by heart.

Generally, the accompaniment is with a large guitar (played by Pepe

Rios, who also plays the smaller banjolike mejoranera and is a fine singer)

and one native drum. When possible a violin is added. Recordings of the Mass are available at the Rectory.

For those who hear the Native Pan- amanian Mass of San Miguelito for the

first time, the experience is unforgettable. One is gripped by the intense

spiritual emotion that radiates from the assembly from the very moment the spacious temple is filled with song—

a

saloma that is reverent invitation: Let's go, sir, let's go, let's go

to Mass.

Let's go, compadres, let's go,

let's go to Mass.

Let's go, comadres. let's go,

let's go to Mass.

8 August 1968
THE ART

OF REPAIR

TO THE LAYMAN'S eye, there may be little art to "repairing"

something—until that precise moment when he sets out to do the

repairing himself. He may then get a painful hint of what craftsmen

learn through long experience-that to a greater or lesser degree,

everything is an art. The art of repairing Canal locks is one art: sketching the task is another. To celebrate the former, Artist Al

Sprague undertook our cover, and these sketches on this and the

following tico pages-various impressions of the recent overhaul at Gatun Locks, repairs which quickly devastate illusions about the simple ease of skilled labor. The overhaul involved not only money,

time, and the most expert of timing, but extraordinary men.

Secretary of the Army Stanley R. Resor expressed this viewin a letter to Canal Zone Governor \V. P. Leber: "... the manner

in which this difficult and dangerous task was accomplished reflects

that dedicated and efficient performance of Canal personnel which

is a source of great pride to the Nation . . . it was especially gratifying that the overhaul was accomplished with minimum impact on

Canal traffic operations. ..."

Installing funnels, in preparation for pouring babbit behind

bearing plates.

Riggers direct a crane atop lock gate.

»M •

-
Lock gates open slightly.

10 August 1968
Above men paint underside of vehicular crossing at lower end of Gatun. Below left, men work on bearing plates at miter end of gate.

' ^ At right below, the intermediate gate is being painted.

,/;.* M;..?
ANNIVERSARIES

(On the basis of total Federal Service)

MARINE BUREAU

Ernest C. Bryan

Helper Shipwright

Lester G. Williams Linehandler (Deckhand)

HEALTH BUREAU

Charles A. Gordon

Clinic Clerk

INTERNAL SECURITY OFFICE

William E. Lebrun

Security Officer

MAGISTRATES' COURTS

John A. Michaelis

Constable

ADMINISTRATIVE SERVICES

DIVISION

Winston Yearwood

Cylinder Pressman (Large)

CIVIL AFFAIRS BUREAU

John W. Dwyer

Distribution and Window Clerk

John Kozar

Police Private

OFFICE OF THE COMPTROLLER

Margaret F. Wiggin

General Claims Examiner

ENGINEERING AND CONSTRUCTION

BUREAU

Henry J. Jempierre

Surveying Aid

Minor Campbell

Painter

Rowland N. Brown

Painter

SUPPLY AND COMMUNITY

SERVICE BUREAU

Cecil F. Haynes

Supply Clerk

Peter Alexis Distribution Facilities Assistant Oscar D. Cr

Motion^R^fe froie^oj^fs Patna

Assiftai -<J Mlnagerl

TRANSPO

Juan Reyna

Stevedore Harold L. Shaw

Supervisory Cargo Checker

Reuben F. Ellis Forgeman

NALS

Camilo Livingston

Roofer

St. Clair A. Husband

Helper Armature Winder

Percival Wade

Oiler (Floating Plant)

William K. Renner

Chief Engineer, Dipper Dredge

James E. Huddleston

Senior Operator (Generating Station) Raymond L. Watson

Srpe nter

Ra^y^|Ienni]

Leader

Gregorio To?

Jiel*r Blac]j

Jo^gjTVejas

Oiler (Floating Plant)

Joseph N. Edwards

Leader Carpenter

MARINE BUREAU

George C. Bannister

Wharfbuilder (Maintenance)

Fred R. Trout Lead Foreman Welder

Juan Bonilla

Linehandler (Deckhand)

ENGINEERING AND CONSTRUCTION

BUREAU

J. Bartley Smith

Supervisory Electrical Engineer (General)

Victor L. Sanger

Lead Foreman (Public Works,

Construction and Maintenance)

Lesley A. White

Seaman

Gonzalo Lopez

Cement Finisher

SUPPLY AND COMMUNITY SERVICE

BUREAU

Gilbert E. Manning

Lead Foreman (Grounds)

Isaac Guizado

Gardener

Herman K. Laing

Supply Clerk

Clarisa M. Depass

Supply Clerk

Oscar B. Lowe

Cafeteria Manager

Cleveland A. Johnson Leader Laborer (Cleaner)

Eliseo Gonzalez M.

Laborer (Heavy Cold Storage)

Alexander Grant

Supervisory Sales Store Clerk TRANSPORTATION AND TERMINALS

BUREAU

Joseph E. Grant Truck Driver

Robert A. Barbet Chauffeur

Joshua E. Robinson

School Bus Driver

12 August 1968
uou '11 fare well at

HEMISFAIR

The Tower of the Americas Dominates the fair.

THE Panama Canal Review 13

IMAGINE a picturesque waterway

boasting a profound depth of 3% feet, with a staggering supply rate of 750

gallons a minute (vs. 3 million for the

Canal). Add to this a few gondolas,

flower boats, dining barges-plus fountains, artesian wells, and various landing

sites. Where are we? On a miniversion of the Panama Canal? Or perhaps in Venice, one hemisphere removed?

Not quite—merely a couple of thou- sand miles away—at Hemisfair, San

Antonio, Tex., which numbers among

its manv proud boasts, "Nothing suc- ceeds like access." Part of Hemisfair's charm is the ease with which fair-goers can enjoy all the attractions, and a mile-long "canalito," in combination

with a 7,000-foot-long minirail, is seeing to this. Sited 150 miles from the

closest navigable water, landlocked

Hemisfair has more water traffic than

the Panama Canal, though admittedly

the vessels which travel on the 330- by

210-foot artificial lake are slightly

smaller. The winding lake is also an

extension of the San Antonio River

which means that visitors can depart

from downtown, a la gondola, right to the canal and fair itself in a matter of minutes—somewhat quicker than a Pan

Canal crossing.

Almost paralleling in miniature the Panama Railroad, Hemisfair has a 7,000-foot-long minirail which not only

passes by the exhibits but actually enters the interior of a few. Its major

stopping places are the private exhibits and foreign government sectors. Eightyfeet above it is erected a skyride

which for a quarter-mile offers the

visitor a panoramic view of the entire

fair.Hemisfair itself, which includes the

elaborate pavilions of 34 nations and the

exhibits of many others, has as its central theme, Confluence of Civilization

in the Americas. The theme is graphically presented by Confluence Cosmos, a unique thematic delineation which is the latest in audio-visual presentation. Through films with sliding

screens and panels, an artificial sky and

other motifs, the viewer vicariously

experiences Man's past—recent and

distant-and gets a generous glimpse of what the future might hold. In this way,

the $7 million exhibit of the United

States extolls Hemisfair's three sub- themes, the Legacy, the Harvest, and

the Promise.

The Legacv honors the early explorers and discoverers who opened the way to the New World, emphasizing

particularly the courageous dreamers of
PANAMA

^cncTHF AMERICAS

,.. &#*>

i; «&IQ§£**'

I

AMr y*^ "Kje

Panama's exhibit attracted a large number of Hemisfair visitors.

Spain, Portugal, and Italy who were

undaunted by the fears which intimi- dated most navigators of the day as

the\' pondered what lav far bevond the horizons of the sea. Also as part of the Legacy, there is a simulated ocean

crossing on the "All Peoples' Ship." This

symbolic vessel has projected on its sails the various ethnic groups who

came together to form the confluence

of what is now America—a various mixture of racial genes and cultural

influences. The Harvest, besides describing our

current national purposes in accordance

with the Preamble to the Constitution,

shows how the Legacy is realized in a

harvest of employment opportunities,

homes and property, and freedom of movement and recreation, with emphasis on individuals working toward common goals as the formula for suc- cess-despite differences in background.

From the Harvest, the visitor is taken

to the Promise, where the problems as well as the achievements of todav are presented in relation to the future. The

viewer is reminded that a confluence

of cooperative action must continue

to prevail if progress is to remain

uninterrupted.

Architecturally symbolizing the fair's theme is the gigantic Tower of the Americas, a 622-foot structure complete

with observation decks, elevators, and

a revolving restaurant at the top. Constructed at a cost of more than $5

million, the tower is 67 feet higher than

the Washington Monument and is in the very center of the 92-acre fair site, logically joining together the various

architectural components of Hemisfair.

Panama is colorfullv represented at Hemisfair with the theme, PanamaBridge of the Americas. In four sectors covering 3,000 square feet, the pavilion

includes displays of Panamanian pottery, handicrafts, and native costumes. Live presentations feature folkloric dances and the music of various regions

of Panama. Also highlighted are con- temporary paintings by nationallv known Panamanian artists, as well as an exhibit showing the vital economicforces present in the Colon sector. The Canal itself is depicted bv an

elaborate topographical displav which

takes the viewer on a simulated trip

through the waterway. The narrated

presentation is cued to a relief map

with a complex lighting svstem that

spotlights each feature as it is mentioned. As the fair-goer moves through

the Canal on a make-believe crossing

to the Pacific, a daylight-to-nightfall

transition is simulated. When darkness has fallen, about halfway through the

crossing, the Canal itself suddenly comes alive with lights of ships, buovs,

and lighthouses which flash along the banks of the waterwav. The presentation was built for the Panama Canal,

using as a mold an exhibit which has been on display at the Canal Zone

Library for manv years. By the time Hemisfair is over on

October 8, more than 7 million visitors will have attended. Besides the exhibits mentioned—and there are innumerable

others—nationally known entertainers

will be performing, including Bob Newhart, Jimmy Dean, and others. The fair

is a $156 million project which places

it in a category high on the list of national exhibitions. And besides its elaborate attractions, there also are those two little canalitos—the one

through the fair, and the other a micro- cosm of your own tropical habitat.

If you are planning a trip to the

States soon, Hemisfair is a fair bet to prove a delightful experience.

14 August 1968
CANAL HISTORY

50 yearJ c4ao

CANAL ZONE Governor Chester

Harding issued an order that no pas- senger should be allowed to carry cameras aboard any boat or vessel in waters

of the Canal Zone. Such camera equipment was to be turned over to the Canal

Zone customs inspector, who delivered

it to the purser or other officer of the

vessel with instructions that it must not be returned to the owner until the

vessel was out of Canal waters. •

Instructions to passengers intending

to leave the Canal Zone, in order to enforce provisions of the Espionage Act and the Trading With the Enemy Act,

of June 15, 1917, and October 6, 1917,

respectively, said "It is unlawful for any

person to send, or take out of, or bring

into, or attempt to send or take out of

or bring into the Canal Zone any letter

or other writing, or tangible form of communication except in the regular course of mail. Penalty for violation of

this statute is a fine of 810,000 or 10

vears imprisonment, or both." •

Canal Zone commissaries were showing a wartime novelty, a "Hoover Bread

Board," to be used to further the saving

of bread "which may then be cut during

the meal instead of being sliced too

plentifully before mealtime." • The Panama Canal Record of August 21, 1918, featured "Meatless

Recipes." These included peanut loaf with cream sauce; bean and nut loaf with Italian sauce; and Liberty loaf with McAdoo sauce. The consumption

of cornmeal in preference to other substitutes was requested by the Food

Administration as a patriotic duty.

25 year* eAao

"ITALY'S FEAR of Nazis Blocks Road

To Peace-Talks for Peace Underway

In Vatican, Rome" were the Star if Herald's top of front page headlines on

August 1, 1943. •

Mooring facilities in Balboa inner harbor were practically doubled with

completion of a Dredging Division

project and installation of anchors and

buoys. The work was in progress, inter- mittently, the past year and more than

1 million cubic vards of earth removed

to enlarge the anchorage near the

pier area.

The quarantine period for dogs and

cats brought into the Canal Zone will be

raised to 6 months, effective September 1, as a measure of prevention

of introduction of rabies on the Isthmus,

according to a circular issued by

Col. H. C. Dooling, Acting Chief Health

Officer. The quarantine period, at the

time, was 3 months.

10 years cAao

A TOUGH CRACKDOWN on mosquitoes in the Canal Zone, including an

aerial spray assault, was announced by

Gov. W. E. Potter following a horse- back survey of the Mindi Farm dairy area with Col. Charles Bruce, the Zone's Health Director. This was probably the

first time in a quarter of a century a Zone Governor and his top medical

executive made a first-hand study of a

field problem on horseback. They were accompanied by L. A. Ferguson. The

extermination program was planned in cooperation with the U.S. Armed

Forces, the military to supply the plane

and the Zone Government to supply the sprav materials. • A slide involving 50,000 cubic yards

of material occurred on the east bank

of the Canal, at La Pita bend, just

below the La Pita Signal Station. The

slide caused no interference with shipping. It is believed the slide was

triggered by an earthquake and torrential rains. The slide at La Pita was

the first of any magnitude since 3 years ago when an earth movement involving

60,000 cubic yards occurred just north

of the La Pita break.•

Free bus transportation was provided

for Canal Zone school children for the

first time this year.

One year c4ao

WITH A DAILY average of 42 ocean- going ships during the month of July, more ships are being put through the Panama Canal than at any other time in

the history of the waterway. The record breaking traffic of April, May, and June

continued into July and increased an

additional 6 percent. The 31-day period

ended with a total of 1,302 blue-water

ships, the highest single month's total recorded. •

Hail was reported in Los Rios, Corozal, and Diablo Heights on July 18 and

again September 6 ... the 11th and

12th instances of hail in the Canal Zone

since the phenomenon was officially- noted at Cucaracha in 1908.

DAMP RESPITE-Steamshovel No. 254s efforts at Culebra Cut in 1911 are slightly dampened by one of Panama's notorious rainstorms.

The Panama Canal Review 15
Ifs More than Pot Luck at

LA ARENA

AN ART practiced milleniums ago in the storied lands of Egypt, Chaldea and

Crete is opening new horizons for the

village of La Arena, some 250 kilo- meters southwest of Panama City.

Work in ceramics has been known

in La Arena, a community of less than 3,000 population, from time immemorial.

Most of the residents now engage in cattle raising, which is the main occupation in the Azuero Peninsula in southwestern Panama, or in agriculture. But even before the time of the conquistadores, what is now known as La Arena was the place where first the In- dians and then the settlers supplied

themselves with clay utensils: bulging

tinajas to keep the water cool on warm

days; round pots to cook the daily

meals, and a variety of other utensils

all made in La Arena. Of course, the baking and the finishing were primitive,

but customers in those days were not

as exacting as now. From the very beginning, women

took over pottery work in La Arena for reasons no one can explain. Their primitive ovens can still be seen in the

outskirts of the village.

During the thirties, a young woman

from the nearby, progressive city of

Chitre, Miss Diana Julia Chiari, was

appointed a schoolteacher in the vil- lage. She quickly became enthusiastic over ceramics, which she learned from

the village women. Every day after school, she studied books on potterv

and ceramics, and soon she became

more adept than her instructors. She

turned the tables—teaching the residents how to improve their techniques, how

to apply decorations with clays of various colors and artificial coloring, the method for building indirect heat ovens and generally improving the quality of their ceramics. The glazing process, in its primitive form, was another forward method taught by the young

teacher to the people of La Arena.

Miss Chiari, by then a key community

leader, turned her energies to having a potterv school established in La Arena. One of Panama's presidents, Dr. Juan Demostenes Arosemena, turned the young teacher's dream into reality by

founding the National Pottery School in La Arena. Miss Chiari was the first principal.

Diana Julia Chiari was married years

later to Victor Gruber, an American,

and moved to the Panama Canal Zone. But she never forgot the village of La

Arena. She took friends from Panama

and the Canal Zone on weekend trips

to La Arena to see the work done there Another Canal Zone resident, Mrs. Theresa Lutz, visited La Arena, accompanied by an official of the Canal Zone

schools. Thev were amazed at the work

turned out from the little pottery school despite the lack of modern facilities and with only a firewood oven. On her

return to Balboa, Mrs. Lutz aroused the

interest of Mrs. Emilv C. Bolton, then

president of the Balboa Women's

Club, in La Arena's potterv school. The result was that the Club donated to

The Finishing Room at La Arena. With vegetable and synthetic hues, workers apply the various decorations which grow brighter with time.

I
the school a fine ceramics electric oven. The only condition stipulated by the Balboa women was that the oven should

be used exclusively for the benefit of the community. Even today, the oven

donated bv the Canal Zone ladies is

still the best piece of equipment in the oven room of the ceramics center in La Arena. A little over three years ago, the Ministry of Agriculture of Panama,

with United Nations assistance, established in neighboring Chitre the National Handicraft and Small Industries Service—SENAPI—for the purpose of encouraging the development of small

industries in various communities of the

central provinces of the Republic. It has become a large organization, di- rected by Pedro Bolanos of the Ministry of Agriculture. Commerce and

Industries of Panama, and Jean Barroux

of the International Labor Organization.

From the outset, SENAPI centered

its attention on La Arena. Panamanian

and United Nations experts were as- signed to the town to help the National

Potter}- School progress scientifically

and to serve as a model for other communities which might develop ceramics

as a small industry. The National Pottery School became the La Arena

Center under SENAPI in Chitre.

The project is supervised by Pana- manian and United Nations experts: Ivan Zachrison, a Panamanian artist who has specialized in ceramics, and

George Cuielle, a French expert in ce- ramics who also is with the United

Nations. They taught the first 16 stu- dents who reported to the Center. Currently they are training more than 30 other apprentices. The ceramic

pieces are designed by Alberto Chan

and Rene Diaz, both Panamanians, and

Malcolm Benjamin, another U.N. expert

from the United States. One of the most important phases of the project was to develop the La

Arena Center as a cooperative. This was the job of Franz Helm, a Germanbom authority on cooperatives from the United Nations.

Cuielle points out that top-quality

clay is abundant in Panama, especially

in the central region. "It is a good in- dustry for the inhabitants of the re- gion," he remarks. "The raw material is quite available and costs them nothing.

They have only to manufacture a variety of utensils for which there is a Fifteen-year-old Luis Calderon, the youngest of the workers at La Arena, utilizing a

tiny hand-lathe.

The Panama Canal Review 17
La Arena now

stopping point

for travelers

demand, and they have a means of

livelihood assured."

The La Arena ceramics shop is on

a par with the best, thanks to the help

of Panamanian and United Nations ex- perts and the equipment furnished by

the world organization. It is supplied

with indirect heat ovens, including the

first one using wood, others employing gas, and the electric oven

donated by the Balboa Women's Club. An air compressor facilitates the enameling process which precedes the baking. In a finishing room, residents create bright adornments along the lines of the Indian designs found in the Conte Site in Code province.

All types of fine vessels, dishes, and

decorative pieces are turned out in a

lathe room. Everything from simple

dishes to amphoras of pre-Columbian

design are produced in this room. Several of the amphoras which are replicas

of those found in the Conte Site, complete with designs, have been displayed

by SENAPI in the Panama Pavilion at Hemisfair in San Antonio, Tex. They

have attracted considerable attention and already European and United

States importers are showing an interest

in the ceramics from La Arena. The impact of the La Arena Center

(the official designation of the cooperative project in SENAPI is "La Arena

Ceramics Industries") has been tre- mendous in the three short years since

its establishment. Its direct sales in 1967 amounted to $16,000. These are handled in the Center offices in La

Arena and through SENAPI in Panama

City and Colon, the Canal Zone and

other areas of the Republic.

The Center's influence touches most

residents of the town. Brothers Victor and Ernesto Murillo are typical examples. The former lives in the center of town and spends his spare time decorating and turning on a lathe vessels and pots. Ernesto owns an indirect heat,

firewood oven on the outskirts of town.

Mateo Batista removes from the gas-electric kiln a newly baked pot. The oven was donated

to Cooperative Ceramic Industries of La Arena by the Balboa Women's Club in 1963 when

the center was still called the National Pottery School.

He built it under the direction of a Peace Corps volunteer. Both brothers learned the art in the La Arena Center and in a few months after striking out on their own, Ernesto had saved enough

to buy a small $1,000 delivery truck.

The annual impact on the town from

the ceramics industry is estimated at more than $20,000, since other families besides the Murillos work at it during

their spare time.

The results at La Arena have been

so encouraging that SENAPI officials organized another ceramics shop in Chitre under instructor Toribio Ruiz

Avila, a native of La Arena. Ruiz al- ready is training the first five of a group

of 20 young men from La Pena, Vera- guas Province, 254 kilometers west of Panama City.

"The talent for ceramics of these young people is marvelous," Ruiz

says. "After two weeks training, they were fashioning delicate clay figures."

The young men will form the nucleus

of the La Pena Center.

Ruiz was a student under Mrs. Graver, whom he recalls affectionately. "All I know, I owe to her," he said, recalling his school days.

The La Pena Center is being

equipped with a $16,000 donation from

the Panama National Lottery. Labor for the building is being furnished by resi- dents of the town. The Center will specialize in fine ceramics, copying the pre-Columbian gold huacas. Because of

their small size, there will be no diffi- culty in shipping these items to principal markets in the United States and Europe.

Thanks to the dedication of a young

teacher imbued with the ambition to help others, a small town in Panamaaided by the Government and by the United Nations—is now pulling itself up bv its own bootstraps. La Arena has become a stopping point for travelers and visitors, most of who come away

carrying a fine ceramics piece decorated with Indian motifs and labeled. Made in La Arena—Panama.

18 August 1968
20,000 First

SHIPPING

Transits

MORE THAN 13,000 ships making

their first transits have been measured

at Cristobal, and more than 7,000 at Balboa in the past 30 years during

which the present Panama Canal rules for determining tolls have been in sole effect. Panama Canal admeasurers, the men who compute the ship tolls, made an

informal check recently and came up

with the above figures. They pointed

out, however, that these did not include every measuring job their offices had

done in the past 30 years. These figures

included only ships making the Canal

transit for the first time. There were

thousands more that had to be measured again because they had undergone

structural changes since their previous

transit which might have changed

cargo-carrving capacity.

The admeasuring office also said that more new ships were measured on the

Atlantic side than on the Pacific side since most new ships were constructed

in European shipyards or on the east coast of the United States. The bulk of the new vessels coming into Balboa

have been built in Japanese shipyards,

and there was a considerable increase

in the number of these in the past 15 years. Second Billionth Ton

WITH CARGO going through the Panama Canal at a record rate, Canal

statisticians estimate that it will not be more than two or three vears before

the second billionth ton makes its transit through the waterway. This year,

for the first time in history, cargo car- ried on ships using the Canal reached

the 100,000,000 long-ton mark.

The first billionth ton of cargo to pass from ocean to ocean via the Panama

Canal moved from Atlantic to Pacific on December 12, 1956 after the Canal

had been in operation 42 years. At that time, it was estimated that the second

billionth ton would arrive sometime in 1975 or 1976. This schedule possibly

would have still been in effect if the

traffic had not taken a sharp rise due

to ocean movements to and from the Far

East and the closing of the Suez Canal. Cargo moving in all other routes through

the Panama Canal actually declined in the past fiscal vear, figures show.

New Coastal Freighter

THE 240-FOOT Dina U which was

launched May 24 at Lemmer, The

Netherlands, will join in August a fleet of three coastal vessels that ply U.S. Gulf ports and ports on the west coast

of Central America. Operated by the Azta Line, the Dina U will make regular trips through the Panama Canal

with cargo for Central America, Pan- ama and the United States. Of her

76,000-cubic-foot bale capacity, 25,000

feet are fully refrigerated in two

hatches, one forward and one aft. The ship is fullv automated and can be operated from the bridge. The very

latest nautical instruments have been

installed as well as the most modem

^1968
tft

Mm

A

Officers of the Board, from left: Thomas C. Peterson, Vice President; William A. Sullivan, President; and Janet Stanford, Secretary.

INSURANCE PROVES POPULAR

FEW EMPLOYEE programs in the Panama Canal organization have at- tracted as wide a participation as the group health and life insurance

plans which now protect approximately

11,000 employees.

Premiums totalling $2,409,000 are paid annually by Panama Canal employees and nearly 4,000 participants

from other local agencies.

The five health and life insurance

plans are open to U.S. -citizen and nonU.S. -citizen employees of all agencies,

but Canal employees comprise the bulk

of participants.

A unique aspect of the insurance

programs is that they are managed bv

the employees themselves through an

elected board—the Group Insurance Board of the Canal Zone. The Board is composed of 21 representatives of employees of the Canal organization, the

three military branches, and the Federal Aviation Agency—all but one elected by the employees. In addition, the board accepts non-voting members rep- resenting the Canal Zone Civic Councils, labor unions and Federal agencies

having under 100 persons enrolled in the programs.

Elections for board members are held every 3 years (the next one is scheduled in November 1969). In the Canal organization, bureaus nominate

two candidates each. Ballots are distrib- uted and collected bv timekeepers. U.S.-

citizen employees elect five members

and three alternates; non-U. S. -citizen employees, six members and three alter- nates. The reason for the difference in the number of elected representatives

is that the Panama Canal organization

has accepted the responsibility and ex- pense of providing office space, personnel, materials and services to implement

the actions of the board, and is there- bv authorized to appoint one voting

member to the Board.

Of the five insurance plans administered by the board, only one is not under its exclusive supervision. That is the Canal Zone Benefit Plan (U.S.

Health), the contract for which is negotiated bv the U.S. Civil Service Commission under the Federal Employees

Health Benefit Act of 1960. The Presi- dent of the Group Insurance Board

travels annually to Washington, D.C., to participate in the contract negotiations.

The other four plans are operated

solelv bv the Group Insurance Board.

They are the Canal Zone Benefit Plan

(non-U. S. Health), the U.S. Citizens Supplementary Life Insurance Plan, the non-U. S. Citizens Life Insurance

Plan and the Group Indemnity and

Supplementary Health Plan. Mutual of Omaha and United of

Omaha underwrite the health and life insurance plans, respectively.

The U.S. Citizens Health Plan is audited by the U.S. Civil Service

Commission; the other four plans bv

Arthur Andersen & Co., which is a consultant firm under contract to the Canal organization.

Employees of the following Federal

agencies on the Isthmus are covered bv

one or more of the insurance plans:

Panama Canal organization, U.S. Army,

U.S. Navy, U.S. Air Force, Federal

Aviation Agencv, Smithsonian Institute, Fort Gulick Officers' Open Mess, Army/

Air Force Exchange, Middle America

Besearch Unit, Army/Air Force Motion

Picture, and American Embassy. The

number of participants per agencv

ranges from two in the non-U. S. Life plan for Army/Air Force Motion Picture

to 8,781 in the non-U. S. health plan for the Canal organization.

The Group Insurance Board is charged with "assuring that the most

beneficial and effective results to the

participating members are obtained."

To carry out its mission, the board holds frequent special meetings in addition

to regular quarterly sessions. Officers of the board are: William A.

Sullivan, president; Thomas C. Peterson, vice president; and Janet Stanford,

secretary.

20 August 1968
Just one segment of the huge Japanese port.

IUUTM- 'W wevUuwu c£ iycwt J/tom

Honda. Sony. Canon. Toyota.

Japanese names? Yes. Well known? Quite.

Ah-so, but not always. For decades, the only Japanese

familiar to the Western ear were Fuji, Yokohama, and Tokyo

Rose—points of interest or siren nicknames—and later, the

terrible names of Suribachi, Hiroshima and Nagasaki. Even

after World War II was over, brand names of Japanese goods

hardly became household words overnight in any place but Ja- pan. What manufactured goods did find their way into export were generally cheap, non-competitive items which tended

to lend a twist of derision to the phrase, Made in Japan. It was as though Japan produced nothing but toys, firecrackers and fans. Time has erased this myth. Little by little, tariffs were

lifted, other commercial barriers removed, and the eyes of the world opened to a vital, reconstructed Japan that in two

decades rose from the ashes of defeat to become one of the major industrial powers of the world. Japan now challenges

world markets with quality cameras, television, automobiles,

motorcycles—and practically dominates the field of small transistorized components. The nation has even threatened the long-time supremacy of other nations in basic industries such

as steel, metallurgy, and shipbuilding.

Sharply increased Japanese exports and shipping both owe

an enormous debt to the Port of Kobe, an ancient site which

dates back to the eighth century as an important center of commerce and now celebrating its 100th anniversary as a formal

international port. It is today the first port of Japan in terms

of value of trade ($3.9 billion in 1966) and covers a sprawling

5.4 square miles in water area alone. Its chief product move- ment involves steel, rubber goods, sake, machinery, books,

and last, but extremely prominent—ships.

The port is also a city which is an international and cosmopolitan one—no recent development but having evolved from

the assimilation of varied foreign cultures which began to

settle in Kobe from the 19th century on. The port attracted

commerce, commerce bred wealth, and the resultant stability

nurtured the seeds of a flowering city. Kobe is an excellent natural port, surrounded by various mountains. Wada-misaki Point shields the harbor from the

high, western waves, the Rokko summits protect it on the

north, and the port thus requires breakwaters in only two

directions—east and south—to be secure from high seas. This

has made the massive expansion undergone since World War

II far less expensive than it would have been otherwise. As

to future growth, this includes a port island currently under

construction which will berth 30 additional ships. Other ex- pansion projects, including those to take care of the new container ships, are either on the drawing board or already begun,

to keep pace with Kobe's apparendy endless increase in profitable ship traffic. To lend an idea of this constant growth,

from 1955 to 1966 Kobe more than tripled the number of ships handled, from 20,328 to 73,164.

In its long and varied history, Kobe has passed through

the traditional growing pains of large commercial ports, but

has had additional difficulties to overcome which go back as

far as the 15th century. From the 15th through the 18th

centuries, for example, armed patrol boats maintained vigi- lance around the port to control the many pirates who roved

the inland seas in search of booty. The port also suffered a

a major earthquake in the 16th century, and had to be di- verted to military use during the Sino-Japanese and Russo- Japanese wars. In addition, Japan did not willingly open its portals to trade with the West, and the initial result of Commodore Perry's two visits to Japan in the 1850's was merely

an agreement which permitted Western ships to refuel and

take on supplies at Japanese ports. By the 1860's, however,

Japan's commercial isolation from the Occident was beginning

to crumble, and in 1868 Kobe became a port of international scope. It has been such ever since. Whether Japan's ever-increasing varieties of export will make even more of its product names world famous, only

time will tell. But if they do, you can be sure the Port of Kobe played a large part in it.

The Panama Canal Review 21
CANAL COMMERCIAL TRAFFIC BY NATIONALITY OF VESSELS

Nationality

Fourth quarter, fiscal year—

1968

Belgian

British Chilean

Chinese (Nat'l.). Colombian

Cuban

Danish

Ecuadorean

Finnish French

German

Greek

Honduran

Israeli Italian Japanese

Liberian Mexican

Netherlands Nicaraguan

Norwegian

Panamanian

Peruvian

Philippine South Korean

Soviet Swedish

Swiss United States___

All Others

Total

No. of

transits 28 368

28

29

47

1390

37

1052 305

1325833

55

261 399

22

135

17 381 14638

25

1232

126

16 439

78

Tons of cargo

3,412

53,883

2,874,005

186,951

185,998

106,924

142,021

592,677

45,725

71,339

216,786

1,110,121

1,113,545

36,753

212,645

343,434

2,234,465

6,239,840

101,562

555,390

27,829

4,296,036

763,892

159,647

107,972

56,176

134,257 819.879

29,591

2,308,195

558,670

1967

No. of

transits 16 349

3125

55

9 120

15

9

68 326

9846

27

65 220

390

8

12515 378

ia5

4128

1113 104

21 495

67

Tons of cargo

25,686,208 I 3,310

38,888

2,330,543

174,695

188,215

104,994

89,797

675,520

17,625

45,571

222,103

1,071,617

1,096,013

28,562

172,745

478,613

1,712,348

4,724,943

42,540

527,364

21,639

3,964,673

844,854

182,488

193,632

50,249

96,215

728,943

60,289

2,412,625

456,960

1961-65

Avg. No.

transits

22,755,263

12

33130

23

65

1 82

10

7

41 285

16141

16 49

210

259

8

16513 371

12532

193

688

10 435

21

2,919

Avg. tons

of cargo 39,306

2,086,651

213,847

178,357

108,257

8,484

454,208

11,889

35,856

219,953

875,621

1,609,353

32,678

61,923

297,801

1,227,652

2,567,640

26,823

717,449

23.332

2,970,087

515,494

138,291

90,273

7,928

41,850

549,041

10,086

2,594,084

181,146

17,895,360

MONTHLY COMMERCIAL TRAFFIC AND TOLLS

Vessels of 300 tons net or over—(Fiscal years)

Month

July

August

September

October November

December

January

February

March

April

May

June

Totals for

fiscal yearTransits

1968

1,177

1,117

1,023

1,048

1,041 1,100

1,094

1,055

1,132

1,132

1,168

1,112

13,199

1967

1,039

1,008 988

1,005

985

987

1,043 968

1,079

1,094

1,128

1,088

12,412

Avg. No.

Transits 1961-65 960

949

908

946 922

946

903

868

1,014

966

999

954

11,335

Gross tolls" (Thousands of dollars)

1968

7,400

6,751

6,370

6,754

6,672

7,133

6,916

6,685

7,028

7,301

7,493

7,405

83,908

1967

6,205

6,392

6,057

6,157

6,028

6,084

6,318

6,049

6,831

6,823

7,005

6,820

76,769

Average

Tolls 1961-65

4,929

4,920

4,697

4,838

4,748

4,955

4,635

4,506

5,325

5,067

5,232

5,013

58,865

• Before deduction of any operating expenses. TRAFFIC MOVEMENT OVER MAIN TRADE ROUTES

5 e^^,0

i n^g

ei

te^^r.rad

h

ee

r Tes

bCr "' ^"^ °' "* C°""""TM] v«"b < 300 "* *— »' —J

Trade routes

United States Intercoastal___ East coast United States and South America

East coast United States and Central America ._

Last coast United States and Far East

East coast United States/Canada and Australasia Europe and West coast United States/Canada „

Europe and South America

Europe and Australasia

All other routes__

Total traffic

Fourth quarter, fiscal year—

1968

123 380

183 80786

248

329

121

1,135

3,412

1967

134 398

175 756

112 229

474

99 932

3,309

Avg. No.

Transits 1961-65

115 583

128 565

80

235

328

112 773

Surveyor for

Lloyd's Is

A Busy Man

2,919

NOT LONG ago when the British cruise liner Oriana, en route to England

with more than 1,000 passengers, damaged her port propeller as she was

passing through Gatun Lake, one of the

first men to board her was C. H.

Hainan, Senior Surveyor for Lloyd's

Register of Shipping in the Canal Zone. Getting on the ship at Gatun Locks,

Hainan made a thorough investigation

of the damage which, in the language of Lloyd's, had put her "out of class" "(not

seaworthy). In this case, the Oriana got

temporary repairs and was given an in- terim certificate to proceed on her voy- age with one engine, provided that she

get permanent repairs on arrival at her home port of Southampton. The Oriana

sailed from Nassau, where she unloaded

her passengers and later was repaired

in England.

This was only one of the manv duties

that keep the Surveyor for Lloyd's on 24-hour call seven days a week. In

fact, he is one of the busiest men at the Canal, where more than 13,000

oceangoing ships cross each year. Most of the work concerns regular

run-of-the-mill ships that limp into Balboa or Cristobal any time of the dav

or night or suffer damage while making

the Canal transit. In case of trouble, the man from Lloyd's or his counterpart from the American Bureau of Shipping, which also maintains a full-time surveyor here, is one of the first men

to be called. Haman, who is retiring this vear, is a native of Holland. A naturalized U.S.

citizen, he has been on the job for Lloyd's at the Panama Canal for the past 18 years. He received his education in the United States, holds a Chief

Engineer's license, and is a member of the U.S. Society of Naval Architects and Engineers and of the Northeast Coast Institution of Engineers and

Shipbuilders of Great Britain.

Prior to joining Lloyd's Register of Shipping in 1947, he was Superintendent-engineer of the Middle Eastern

area with Lumberman's Mutual Casualty Company, and port engineer for the War Shipping Administration in

22 August 1968
C. H. Hainan

Naples and Port Said. He came to Bal- boa from Baltimore as ship and en- gineer surveyor and subsequendy was

appointed senior surveyor. During his years here, Haman has attended ships classed in Lloyd's Register of Shipping

in ports of Central and South America

and has supervised ship construction in Peru and Mexico.

Haman and his successor John

Charlton, a British engineer who came

here from Mobile, Ala., are two of a group of permanent surveyors ap- pointed to the Canal by Lloyd's. The

society, however, has been represented

at the Canal since it was opened to

traffic in 1914. At that time, Lloyd's

surveying work was handled bv E. S. Humber, head of a well-known local British family, who also was agent for the Corporation of Lloyd's, the sister organization that transacts ship insur- ance. Humber in turn, appointed en- gineers who did the actual inspection

aboard ships. In 1922, Lloyd's announced that thev had decided to station in the Canal

Zone one of their own engineers as ex- clusive surveyor for Lloyd's. Following

the arrival of George Allan from New

York, the office on the second floor of the Terminals Building in Balboa was

opened. It is manned by the surveyor and Fred Ramdeen, the staff clerk and

accountant who has worked there since 1924 and has been right-hand man to

all nine of the former surveyors. The society known as Lloyd's Register of Shipping, with headquarters in London, England and branches in principal ports throughout the world, has been engaged for the past 200 years

in the classification of ships. The

phrase, "A-l at Lloyd's" has become a byword of quality in countries all around the globe.

PRINCIPAL COMMODITIES SHIPPED THROUGH THE CANAL

(All cargo figures in long tons) Pacific to Atlantic

Commodity

Ores, various Boards and planks

Sugar

Iron and steel plates, sheets, coils Fishmeal

Iron and steel manufactures,

miscellaneous Food in refrigeration

(excluding bananas) Bananas

Metals, various Pulpwood

Potash Plywood

Lumber, miscellaneous Canned food products

Iron and steel wire, bars, and rods

All others

Total

Fourth quarter, fiscal year—

1968

1,103,983

1,029,546

724,440

642,998

461,577

413,503

377,920

354,613

313,004

288,851

260,579

210,467

169,059

155,309

149,882

2,684,027

9,339,758

1967

1,077,762 N.A. 700,662

N.A.

391,831

N.A.

268,024

380,903

310,406

200,254

98,589

N.A.

N.A. 153,596 N.A.

4,378,962

7,960,989

5-Yr. Avg. 1961-65

246,962

N.A. 593,689

N.A.

N.A.

N.A.

239,518

302,024

316,863

141,437

1,956 N.A.

N.A. 217.725

N.A.

5,939,749

7,999,923

Atlantic to Pacific

Commodity

Petroleum and products ( excluding asphalt

)

Coal and coke _ Phosphate

Com

Soybeans

Metal, scrap Ores, various Metal, iron Sugar . Rice Sorghum

Paper and paper products

Wheats

Fertilizers, unclassified Cotton, raw

All others

Total _

Fourth quarter, fiscal year—

1968





UNIVERSITY OF FLORIDA

3 1262 07150 0291

tot

UT»N

AMERICA.