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OF FLORIDA

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Vol. U,

JUNE,J^64

' 2 7 #|ffl|k "^ .1^91^ ii
Robert J. Fleming, Jr., Governor-President David S. Parkek, Lieutenant Governor Frank A. Baldwin

Panama Canal Information Officer

>'faf^

^<;^

Robert D. Kekr, Press OflScer

. Publications Editors fl;j>»-t Richard D. Peacock and Julio E. Briceno

Editorial Assistants

Official Panama Canal Publication Eunice Richard, Tori Bittel, and

Published monthly at Balboa Heights, C.Z. Tomas A. Cipas

Printed at tlic Printing Plant. La Boca, C.Z.

Distributed free of charge to all Panama Canal Employees.

#

0fi iiiiiii II nil mi

I

The British luxury liner Canberra made her second trip through the Panama Canal on May 28. She is shown here entering Pedro Miguel

Locks on her initial trip through the Canal. Norton Lilly is the agent at the Canal.

cTtbout ZJne Cover

JOSEPH PENXELL, an enthusiastic and sensitive

American artist, never surpassed the sketches he did on

the Panama Canal. They are brilliant, bold, and convey

the \igorous spirit of the building of the Canal. "The

Native Village," this month's cover, was one of his portrayals of life as he found it on the Isthmus in 1912. Pennell

felt that he was sketching "the most wonderful thing in

the world," and he captured it, he said, at its most

picturesque moment. History has proved that his judgment was accurate. One of the limited number of original

lithographs of this sketch hangs in the Canal Zone

Librarj'-Museum.

Index

New Board Members 3

Transits at New High 4

Shipping Charts 4

New Radio System 6

Sandfly Solution 8

Port of Houston 10

Canal History 11

Shipping News 12

Anniversaries 13

Ear Muffs and Sound 14

The Stamp Committee 15

2 June 1964
Thomas C. Mann

Assistant Secretary of State for Inter-American Affairs

THE BOARD of Directors of the Pan- ama Canal Compan\- has two new members. Thev are Thomas C. Mann,

Assistant Secretary of State for Inter- American Affairs, and Paul R. Ignatius,

Under Secretar\' of the Axmy. Mr. Mann, of Laredo, Tex., was sworn into

his new post as Assistant Secretar\- of

State for Inter-American Affairs on

January 3. He also is Special Assistant

to the President and U.S. Coordinator of the Alliance for Progress. Mr. Ignatius

assumed the post of Under Secretary of the Arm\- on Februar\- 24. Mr. Mann succeeds Edwin M. Martin,

\\ ho was designated b\ Pres. Lyndon B. Johnson as U.S. Ambassador to Argentina. Mr. Ignatius succeeds Stephen

Ailes, who was appointed bv the

President as Secretary of the Arm\'. Mr. Mann, a career Foreign Service

officer, served from 1961 as Ambassador

to Mexico. This will be the second time Mr. Mann serves as Assistant Secretary

of State for Inter-American Affairs, a

post he previoush- held from September 1, 1960, to March 30, 1961,

when he was appointed as .Embassador

to Mexico.

From September 19.57 to September

I960 Mr. Mann was Assistant Secretary

of State for F]conomic Affairs, and was

active in numerous aspects of United

States relations with Latin America.

He was born in Laredo on November 11. 1912, and was graduated from

Ba\lor Universit\- in Waco, Tex., in 1934, receiving both bachelor of arts

NEW

BOARD

MEMBERS

and bachelor of laws degrees. He practiced law in Laredo from 1934 to 1942.

In 1942, when he joined the Foreign

Service, Mr. Mann was first assigned as Special Assistant to the United States Ambassador in Montevideo, Uruguay.

He returned to the Department in 1943 as assistant chief of an economic

di\ision. Later, he was assigned as Chief

of the Division of River Plate Affairs in the Department and as Special Assistant

to the Assistant Secretary of State for American Republics Affairs. In 1947, Mr. Mann was assigned to the United

States Embassy in Caracas, Venezuela,

in charge of political and petroleum

affairs.

In Januarx' of 19.50, he returned to the Department of State as Director of

tlie Office of Middle-American Affairs, and in November of that \ear he was named Deput\' Assistant Secretary in the Bureau of Inter-American Affairs. In August of 1953 Mr. Mann again was

assigned abroad, going to Athens as Counselor of Embass\'. In October of 1954. he was named Counselor of Embassy in Guatemala City. He was

appointed Ambassador to El Salvador

in October 1955 and he continued in that capacit\ until November 1957. Mr. Mann is married to the former

NancN' Milling A\ nesworth of Waco,

Tex. and the\' have a son, Clifton A\nesworth Mann.

Mr. Ignatius is a native of Los Angeles, Calif. He attended public schools

in Glendale, a suburb of Los Angeles.

In 1942, he received an A.B. degree

with honors from the University of Southern California and was elected to Phi Beta Kappa.

During World War II, Mr. Ignatius served as a lieutenant in the Navy, principally as an aviation ordnance officer aboard the carrier Manila Bay in the

Pacific. For a brief period of time he was

Paul R. Ignatius

Under Secretary' of the Army

a member of a staff responsible for pre- paring a comprehensive manual for the Nav\ 's Bureau of Supplies and Accounts.

In Februarx- 1947 Mr. Ignatius was

awarded the degree of master in busi- ness administration from Harvard Uni-

\ersit\-. In the following 3 \ears he

serx-ed as a research assistant and as an

instructor in business administration

at Harvard.

He resigned from the Harxard staff

in 1950 to form, with txvo of his Harvard

Business School associates, the management, consulting, and research firm, Harbridge House, Inc. During the next 11 years, Mr.

Ignatius plaxed a major role in the de- x'elopment and expansion of Harbridge

House. A great part of this effort xvas dexoted to consulting and research in

militarx supply and procurement and

in the procurement responsibilities of

a large segment of defense industry.

Among the major projects he undertook

xvas the planning and establishment of the Armx- Management School at Fort Belvoir and the Army Logistics

Management Center at Fort Lee. On May 22, 1961, Mr. Ignatius xvas appointed Assistant Secretary of the Armx- (Installations and Logistics) and

held that position until he assumed the

office of Under Secretary of the Anny on

Februarx- 28 of this year.

In 1947. Mr. Ignatius married Nancy

Sharpless Weiser of Holvoke, Mass. Thex have four children: David, 13; Sarah, 12; \m\\ 9; and Alan, 5.

The Panam.\ C.\xal Review
CANAL COMMERCIAL TRAFFIC BY NATIONALITY
from U.S. gulf ports. Far East cargo

moving to the Atlantic consists of finished goods manufactured in Ja- pan and iron ore from Peru carried on the ships which load coal for the return trip to Japan.

Wheat shipments from United

States and Canadian west coast ports

to Europe amounted to nearly 2

million tons tins past fiscal year. These may drop by as much as 700,000 tons if predictions of a good

wheat crop in Europe prove correct. Grain shipments usually slack off during summer montlis because of routing of grain through the St. Lawrence Seaway.

The commodities expected to hold

their own in future Canal trade

movements are petroleum and bananas. Both may increase in the coming year. There may be continued in- crease in shipments of gasoline from

gulf ports to the U.S. west coast; re- sidual oil to the Far East and crude

oil to the U.S. west coast.

Bananas, for many years among

the top commodities in Canal trade, are being shipped in a steadily

increasing volume from Central and

South American ports to the United

States and Europe. Swift refrigerated

banana boats take the fruit to its destination in record time and return through the Canal in ballast to pick

up new cargoes. Bananas need not be transported these days on especially designed vessels. Because of new methods of packing, they can be

carried on any ship with refrigerated

cargo space.

Predictions made as to the immediate future of Canal traffic must take

into consideration the ships in the

world charter market as a result of the Russian wheat demands. Many of these vessels remain in service and

are being used to carry any cargo

available. Future cargo totals may

drop as a result while transit figures

remain at the present high level.

PRINCIPAL COMMODITIES SHIPPED THROUGH THE CANAL

Pacific to Atlantic

(All cargo figures in long tons)

Commodity

Ores, various Lumber

Petroleum & products (e.xcludes asphalt)

Wheat

Sugar

Canned food products

Nitrate of soda

Barley Bananas

Metal, various Food products in refrigeration (except fresh

fruits) Coffee Fishmeal

Iron and steel manufactures Pulpwood

All others

Total

Third Quarter, Fiscal Year 1964

1964

1,493,594

1,119,227

521,022

494,618

366,267

220,736

226,483

151,917

354,126

298,492

260,659

110,486

333,667

306,667

126,818

1,565,591

7,950,370

1963

1,563,792

988,427

350,657

352,651

416,310

235,009

181,503

169,378

274,884

268,530

282,339

98,206

323,443

219 518

] 19,956

1,577,477

7,422,080

Average

1951-55

1,381,084

961,032

868,628

249,439

508,144

233 804

304,637

360,514

58,964

192,445

162,399

163,265

76,638

60,502

48,257

660,674

4,909 342

Atlantic to Pacific

Commodity

Petroleum & products (excludes asphalt)- Coal and coke

Iron and steel manufatures

Phosphates

Sugar

Soybeans

Metal, scrap Sorghum

Com

Paper and paper products.

Ores, various

Fertihzers, Unclassified Cotton, raw

Chemicals unclassified Metals, various

All others

Total 10,336,855

Third Quarter, Fiscal Year 1964

1964

2,860,421

1,704,659

401,581

602,821

104,543

504,110

644,261

114,552

769,756

115,965

392,704

113,436

116,614

199,618

137,385

1,554,429

1963

2,222,273

1,242,702

245,565

500,545

68,669

404,302

344,815

245,419

62,682

228,610

80,824

80,572

119,797

90,987

1,244,306

7,182,068

Average

1951-55

968,731

676,946 420.153

195,587

101,508

134,079

16,632

19,077

88,306

27,416

34,616

66,290

41,822

31,882

1,219,126

4,042,171

CANAL TRANSITS - COMMERCIAL AND U.S. GOVERNMENT
RADIO SYSTEM WILL IMPROVE

CANAL TRANSIT OPERAVONS

HAND SIGNALS are going out and

radio signals are in and, because of that

fact. Canal transits are more efficient than ever. The hand signal, for so many years

the method used by pilots to tell loco- moti\e operators when to stop, start,

pull, or brake, will no longer be the major link between them. It will be used

onl\ in case radio communications fail. And scheduled to be in the first stage

of operation this month is the new radio s\stem between pilots, lockmasters, and

operators of the locomotive "mules," the Engineering and Construction Bureau

reports. The new receiving and sending equipment was purchased at a nominal cost of about 890,000. The receivers ulti- matelv will be installed in 57 of the

new' and more powerful locomotives

that are being delivered at the rate of about 3 a month from Japan. Two additional receivers will be used for spares. For the pilots and lockmasters, 40

transceivers were slated for June delivery. These send and receive on four

frefjuencies.

There are about 2.3 of the new loco- motives here, with final deli\er\' date for the .59 set at August of next year. Two

of these will be dismantled to provide

spare parts. But deliveries are running

ahead of schedule b\ about 2 months.

Tliis means that the transmitting and

receiving s\stem ma\' be in use at all three locks in less than a \ear. No equipment is being installed in the old loco- motives, as thev are unsuited to it and

it isn't necessarv for their operation.

The purpcse of the s\stem is to relax operational instructions from pilot to locomoti\e operator. Radios will be used

by the pilots to advise the lockmaster of cable arrangement desired and loco- motive speed. This will vastlv improve

pilot control of the transiting procedure.

The old locomotives use onh' one

cable and the\ move slower than the new ones. This means the operator had

only one cable to watch and had more

time to respond. The two cables require

much more of his attention and, with

the increased speed, it was found that hand signals were inade(|iiate. The use

of a receiver will mean that he can concentrate entireh on the power functions

From the pilot's point of view, here's how it looks when he's steering a ship through

the locks. He uses the radio to give directions.

of the mule and not have to be watching

for hand signals. He'll be able to watch his two cables more closelv and

coordinate more qnickh' \\ ith the pilot. There are other advantages to the

SNStem. The pilot can call ahead to a lockmaster and inform him of the speed

he rc(|uires and other transit information. FormorK , the lockmaster carried

a telephone handset and checked with

the control house operator for the infor- mation. The control house operator gets

his information by telet\pc and through

keeping in touch with the dispatch

operator. This \\as a cumbersome

lockmaster-pilot communication system,

compared to a direct radio link between

these men

The ]Mlots can al.so keep in touch with one another on the same ship, and pilots

June 1964
on separate ships can talk to each other with this s\ stem, if that is necessary. The Navigation Division and Locks

Division worked up the operating pro- cedures that take the best technical advantage of the svstem.

It will be in full operation first at Gatun Locks, then at Pedro Miguel and

Miraflores Locks as the remainder of the new mules are delivered. The radios will also eliminate another

old procedure. When a ship had several

pilots, wires had to be strung about the

ship to provide an intercom network

between the pilots. Testing on the svstem was carried out from March to November of 1963. It was found that it offered excellent advancement in communications. And,

with the new locomotives creating the need for quicker communication, a way

was needed to meet this problem. The

radios provided the answer. The tests led to the conclusion that the s\ stem was necessar\- to guarantee

safet\ in transits and to meet the faster

transit capabilities offered by the new

locomotives. The old mules had a maximum speed of 2 miles an hour when

towing a ship; towing speed of the new

ones is 3 miles an hour. On the return

trip to get another ship, the new ones move at 9 miles an hour, the old ones

at 5 miles an hour. The return trip with

a new locomotive results in an average

saving of about 10 minutes a trip, which

is significant when multiplied bv a huge

number of transits. The radio s\stem

will keep pace with this improvement

in transit speed.

In the locks, Pilot A. L. Wilder gives directions via radio, inching the big ship along.

The Laconia, guided by the radio communication between the locomotive operators and the pilot on board, enters the locks.

.1-

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LACONIA m%'tmm"mvi

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Thi: Panama Canal Review
THEY'LL PUT

THE BITE ON

SANDFLIES

Experiments

Yield Key

To Control

ALL GOOD THINGS come in small packages.

Except for sandflies. The tiny sandfly, the scourge of the

Atlantic side, is one of the few pest

insects still thriving in large quantities

in the Canal Zone. Experts from the EHvision of Sanitation, headed by James P. MacLaren,

consider the sandfly a potential health danger despite the general notion that he is only a harmless nuisance. Recently

they completed a series of water management tests in a 25-acre mangrove

swamp plot at the Navy Ammunition

Depot area near Coco Solo. And they

think they might have the answer to the problem of controlling this pest. Control, they believe can be obtained

by submerging the area with tidewater. Inundation of the salt mud, the sandfly's favorite breeding ground, spelled doom

for 99 percent of the insects and their lanae.

This method, involving the use of tidegates to keep the sea water at a fixed

level in the mangrove swamp, resulted within 2 months in the reduction of the

sandfly population in the test site to a minimum. For the final 7 months of the

test, larvae in soil samples and adult counts remained at a near zero level. Check areas around the research plot

continued to provide high counts of sandfly larvae and adults throughout

the study.

A reverse of this method, employed

during 2 months of the dry season, involved the use of the same water

control structures to prevent Hde water from entering the study area. Sandflies stopped breeding when the soil surfaces dried out but continued to thrive along the drainage ditches where water

remained.

Water management tests for control

Entomologist Hawkins reaches for a glass jar attached to the sunken, open-end drum.

The jar contains sandflies which have developed in the salty mud inside the drum.

of sandflies were started in 1961 under

the supervision of James L. Hawkins,

Chief of the Entomology Laboratory

of the Division of Sanitation, with the cooperation of the U.S. Army Environmental Health Unit. The Division of Sanitation installed the spillways, tidegates, and dikes at the test plot. Assistance was received

for the consti-uction of tidegates from

a design provided by Dr. Andrew J. Rogers, Director of the Control Research

Center at Vero Beach, Fla. When opened, tidegates allowed the tidewater to enter the areas. The gates were closed at the highest tidewater

level so that the 25-acre plot was completely inundated to a depth of from

6 inches to 2 feet. The fixed level water

cover was retained on the entire area from May 1963 to February 1964, a period during which continued observations were made of sandfly breeding.

The water was maintained at a level high enough to cover the land area but,

at the same time, low enough to prevent

drowning or killing of the existing

vegetation, particularly the dominant

mangrove trees. Sanitation men had found that if the vegetation dies or is removed, they are faced with tlje problem of mosquitoes

that like to breed in open brackish water

areas with an abundance of sunshine. Those mosquitos that did breed in the

test area were easily controlled by oil or by flushing.

Attempts to ward off the sandfly date back to 1944 when Canal Zone residents were ad\'ised that two types of new

repellent were on sale in the Retail

Stores. Nothing was done to control the pest

until 1938 when J. P. Smith, former

Chief of the Division of Sanitation, and

New breather shoots that obtain air for the mangrove trees and enable them to live in the tidal swamps are seen in this drain- age ditch. If the breather tubes are covered

with water, the mangrove trees will die.

8 June 1964
Morgan's Garden

Spot o/ Seaut^

3n the ^one

A VISIT to Morgan's Garden is like \ieuing a favorite painting—though

you've seen it before, it's pleasure stirs vou anew.

Situated on Gaillard Highway, the

hilltop is alive with the colors of tropical

flowers. A stroll along the paths and

palm-lined walks offers a different aspect

to the ordinar)' tropical scenery and at one point, offers a charming \-iew of the Panama Canal. For a pleasurable hour

or so on an afternoon, a drive to Morgan's Garden and a tour of its grounds

is vsell worth the time.

A single bloom of one of the beautiful

heliconia flowers, which is related to the banana family. These grow in profusion at Morgan's Garden.

Samuel G. Breeland, Canal Zone medical entomologist, experimented with

aerial application of pelletized dieldrin, a soil poison he hoped would destroy

the larvae before they became adults. The first application of dieldrin brought a marked reduction of breeding

in the treated areas for about 8 months,

but succeeding applications were fail- ures as the sandflies developed resistance against or tolerance for the chemical.

Canal history reveals that the sandfly has been an Isthmian resident for a long

time. The breeding areas totaling 3,000

acres of mangrove swamps on the Pacific and Atlantic side of the Canal Zone

alone. Apparently the sandfly prefers to lay eggs on land that has a salt content. Most of this land is flooded daily by

tidewater.

The varigated foliage hibiscus, one of the common, yet lovely, flowers on the Isthmus. In the background are the multi-colored crotons, also plentiful at Morgan's Garden.

There are approximately 50 sandfly

species on the Isthmus with Culicoides

fiirens the main specie. Although he is a tiny fly, there are other species one-half the size with as big a bite.

Apparently all sandflies like to bite humans. It took many years to devise

a practical way, but now it appears the humans will be able to bite back,

through science, and eliminate the pest.

John Palmer Smith, former Chief of the Division of Sanitation, who initiated sandfly

control research here, inspects a tide gate installation at Coco Solo.

The Panama Canal Review 9
WORLD PORTS

JrouHon i Port

Paved the li)a^

uo QreatneA^

DOWN THROUGH histon the great

cities of the world in\ ariabh- have been

great port cities as well, and Houston

has become a great city because, and

only since, it built itself a port. Indirectly or directly, it is the port

and the ship channel which changed

Houston from a moderately prospering

center of timber and cotton to one of the great trading centers of the Nation

and the heart of the vital, strategic, and

evergrowing petro-chemical industry.

It is the port which made Houston

first in the South in both population and

income, sixth in population in the Nation

and recognition by the Government as the Nation's fastest growing city.

It is the port which gave it the huge

$2.6 billion industrial complex and

brought not only refineries and petrochemicals but steel mills, paper plants,

cement factories, and a host of other heavy industry that would otherwise never have come here.

It is the port which feeds the 6 trunkline railroads, 38 motor-freight carriers, 27 steamship agencies, 35 freight for- warders, 8 barge lines, 11 export packers, 19 stevedoring companies, and the many other sei"vices needed to move

freight cargo in foreign and domestic

trade.

It is the port and its industrial and

transportation complex that was one of the deciding factors in the selection of Houston as the site of the N.A.S.A. Manned Space Flight Center, bringing

in another $200 million facility and

another $60 million yearly salary.

While the above generalities can

scarcely be gainsaid, a few cold facts and figures serve to bolster them considerably. The Port of Houston, the Houston Chamber of Commerce, the Maritime Association, Sales Management Magazine, and others have made

studies of the city, the port, ship channel

industry, and the metropolitan area which pro\ide those cold facts and fig- ures and demonstrate graphicall)' the tremendous economic importance of deep water to Houston.

First, the vast industrial complex

along the ship channel which came to

Port of Houston's 12-story Trade Building, owned by the port.

Houston solely because of its deep water now employs an estimated 100,000 per- sons—nearlv one-twelfth of the population of Harris Countv. Using the ratio

of one in four as a basis for employment,

(i.e., employee as head of household

with wife and two children,) those (See p. 15)

Turning basin at Port of Houston, looking downstream.

10 June 1964
CAXNAl HISTORY

50 IfearJ cA^o

A CAREFUL survey of the newly built Canal structures, follcrwing a severe earthquake 50 vears ago, revealed no damage to the locks, dams or spillwavs,

shop buildings, or permanent quarters.

There were some cracks in the concrete

blocks and stucco of the new Administration Building at Balboa. According to a report in The Canal Record, the quake was about \' or VI in the Rossi-Forel

scale and was strong enough to "throw

the pens off the sheets of all instruments." Commercial use of the Panama Canal was begun on Mav 18, 1914 when three barges loaded with sugar diverted from

Tehuantepec route by the American

Hawaiian Steamship Co., left Balboa in tow for Cristobal. By June 1, the total earning in Canal tolls on cargo and

ballast tonnage came to $7,3.56.

The SS AlUanca of the Panama

Railroad Steamship Line was passed

through the Gatun Locks from the Atlantic channel to Gatun Lake and return June 8, 1914, making it the first ocean- going passenger vessel to enter or pass

the Canal locks. The SS Ancon was

locked through Gatim in a similar operation June 11. A number of shipping companies

\\ere arranging ne\\- schedules in anti- cipation of the opening of the Panama

Canal to commercial traffic. Thev in- cluded the British Pacific Steam Navigation Co., then sers'ing South America

from Europe, the Luckenbach Steamship Co. with service between San Francisco and Balboa and the W. R. Grace

Co. then operating four ships from New

York to San Francisco around South

America.

25 yiearJ c4^o

I AS THREATS of a second world war became more serious in Europe, 25 vears

ago, Harry W'oodring, U.S. Secretarv of the Army, urged the immediate construction of a third set of locks for the Panama Canal to be used exclusivelv by

warships of the U.S. Navy in time of emergencv.

In testimony before the House Appropriations Subcommittee, he also urged

the immediate strengthening of land and

air establishments of the Canal Zone and

said that the U.S. Navy should at all times be assured of rapid and safe transit through the Canal. The so called "Old Timers Bill," extending the thanks of Congress to the

ci\ilian emplovees who participated in the construction of the Canal and pro-

\ iding more liberal retirement annuities

to those who sei"\'ed three or more years during the construction period, was

passed bv the House of Representatives

h\ unanimous consent.

Also from Washington came predictions of an earl\' ratification of the new

United States-Panama treaty as all material objections to the pact by the U.S. Senate were removed. The prediction was made by Senator Key Pittman,

Chairman of the Senate Foreign

Relations Committee.

iO y[earJ cA^o

HEARINGS ON the operation of the Panama Canal reorganization program

were begun in Washington in June 1954. Gov. John S. Sevbold, one of the first witnesses, testified that the new organization was functioning well and that employee morale was reasonably high.

He recommended that the pav differ- ential be made free of income tax and

that rentals be reduced 50 percent. He

said the success of the Canal organization in the performance of its mission, was dependent on the ability to recruit and hold competent employees.

Robert E. Mayer, President of the

Pacific American Steamship Association

told the Panama Canal Subcommittee in Washington that the Panama Canal

could be put on a profitable basis if more

businesslike methods of administration were followed. He recommended that the organization work toward lowering

tolls. He said that higher tolls would

increase freight costs. The Tecan Corp., which had the 83,391,000 contract for the removal of 2,500,000 yards of earth from Contractors Hill, announced that it would spend

SI million on equipment for the job and

would employ 200 men, as many as possible in Panama.

One ^ear c4^o

SIXTEEN U.S. astronauts, including

six who had already traveled in space, arrived on the Isthmus last June to learn how to survive in the dense jungles.

They spent 4 days training at Albrook

Air Force Base and 4 days in the tropical

rain forest. Members of the Panama Canal Board

of Directors, accompanied bv Panama

Canal Secretary W. M. Whitman, ar- rived by plane for a 2-day stay in the Canal Zone. They reviewed the 1964

and 1965 capital and operating budgets

and discussed other Panama Canal

matters.

,K "whachamacallit?" No, there really is a name for it—the "rail-car" in railroad language.

Two of them ha\e been purchased for the Railroad Division and are used for track

patrol and inspection. They can carr>- seven passengers and a driver and could be used

to supplement train schedules. The small steel wheels substitute for rubber tires.

The Panam.\ Canal. Review- 11
Women Ahoy!

s HIPPING

WHEN MEN go to sea, women are left behind.

That was in the good old days.

In this modern world, the womenfolk may follow their men to sea and

sometimes they take the family too. Such a woman is Mrs. Ruth Nygaard;

wife of Capt. Einar Nygaard, skipper

of the Danish-flag Chilean Reefer

which goes through the Canal on a

regular schedule carrying bananas from

Guayaquil, Ecuador, to Antwerp.

In Mav, she accompanied her hus- band on the southbound vovage of the

vessel and chalked up her .50th transit through the Panama Canal. She was

still a little behind her husband in Canal

transit records, however. He will be

making his 1.50th and last trip through

the Canal when the vessel goes north- bound on June 29. Mrs. Nygaard is one of many oflScers' wives who are permitted by Scandinavian shipping companies to accompany

their husbands on one or two voyages each year. On some of the larger ships

which seldom call at their home port, arrangements are made to take not only

the wife but the children.

Australia-L.A. Service

THREE FREIGHTERS-two Japanese

and one Swedish—will be coming

through the Canal soon on a schedule

which takes them to such widely separ- ated ports as Adelaide, Australia, and

Tampa, Fla. The sei-vice operated by

the Kawasaki Kisen Kaisha Ltd. and

subsidized by the Australian Government, will be opened by the Malacca

Maru, a "K" line ship due at Cristobal June 11 from Australia by way of South

American and Caribbean ports. After unloading here, the Malacca Maru will go to Tampa and other ports and return

to transit the Canal July 4 en route to San Francisco and Japan. According to Royal Netherlands, agents for the "K"

line, she will be followed by the Swedish-flag Vasaholm and the Japanese-flag Meisei Maru. New Cruise Ships

TWO NEW NAMES have been added

to the list of cruise ships which are expected to visit the Panama Canal

during the 1964-65 winter cruise season. One is the Holland-America Line pasTRANSITS BY OCEANGOING

VESSELS IN APRIL

1964 i963 Commercial 1,011 919

U.S. Government 23 22

Free 8 7

Total 1,042 948

TOLLS'"

Commercial $5,205,789 $4,762,315

U.S. Government. 97,742 99,315

Total $5,303,531 $4,861,630

CARGO""

Commercial 5,913,355 5,379,025

U.S. Government. 70,187 78,541 Free 50,655 23,562

Total.... 6,034,197 5,481,128

° Includes tolls on ail vessels, oceangoing and

small. ^''Cargo figures are in long tons.

senger ship Ryndam due in Balboa

January 13. The second is the new

Israeli passenger liner Shalom now run- ning between Haifa, Europe, and the United States. The Ryndam, with from 400 to 800

passengers, is scheduled to make a round-the world cruise leaving Rotter- dam early in November and calling at Australian and New Zealand ports and

Tahiti. She will call for the first time at U.S. west coast ports and proceed to the Panama Canal and return home via Jamaica. Her agents. Pacific Ford, say

this will be the first transit for the Canal

for the 2-year-oId vessel which usually

stays on the North Atlantic run. The SJialom, a Zim-Israel Navigation

Co. ship, probably will include Cristobal

in the ports of call when she is diverted

to Caribbean cruise trade during the winter months, although United Fruit

Co., agents for the line here, have no

definite word. The ship was built this year in France for Zim Line trans- Atlantic service and is designed to carry 1,000 passengers in two classes.

Canberra on 2d Visit

THE P & O-ORIENT Line luxury ship

Canberra arrived at Balboa May 28 on

her second visit to the Canal carrying more than 1,000 passengers. The ship

made the Canal transit northbound the following day and sailed at midnight

for Nassau and European ports. The

biggest passenger liner to be built in England since the Queeti Elizabeth, the Canberra has an overall length of 818.5

feet and a beam of 102.5. This makes

her one of the biggest commercial liners

to use the Canal. The Canberra came to the Canal from

Australia and New Zealand via the U.S. west coast and Acapulco. She will be

followed in July by the Oriana, the second largest ship in the P & O-Orient

passenger fleet, which will follow the Canberra's schedule.
ANNIVERSARIES

(On the basis of total Federal Service)

I lARI

ilire< E. lln

NSPORTAT

TERMINALS BUREAU

Ivan A. Hyacinth

Supervisory Cargo Clerk

ADMINISTRATIVE

SERVICES DIVISION

Joseph Sinclair Photographic L;»boj?tory Techriician (Still)' Hamblin H. Sisnett Compositor ^HandX

SUPPLY AND O

SERVICE B

Fitz M.

Leade?

Harold S Leader Laborer (Cleaner) MARINE BUREAU

Robert K. Adams

Lead Foreman (Harbor)

Henry E. Lewis

Lead Foreman (Painter) Leonard Small

Oiler (Floating Plant)

ENGINEERING AND

CONSTRUCTION BUREAU

Clifford Charles Quarryjnan

avid W. Ellis Operator, Craneboat

Ernest E.lFiis

Clerk (Jy^ng)

TRANSPORTATION AND

INALS BUREAU _ Haynes

Clerk Enrique I. Marshall Automotive Mechanic

Rudolph G. Reid

Supervisory Cargo Clerk HEALTH BUREAU

Roland Carter Clerk

OFFICE OF THE

GOVERNOR-PRESIDENT

John E. Deming

Magistrate

COMPTROLLERS OFFICE

Feme E. Levee

General Claims Examiner

Frances P. Walker

Time, Leave, and

Payroll Clerk

SUPPLY AND COMMUNITY

SERVICE BUREAU

Lucy R. Blackman

Sales Clerk William M. Boyce

Sales Clerk Humberto Castro Grovmds Maintenance

Equipment Operator

Luis A. Espinal

Utility Worker

John Crandison

Laborer

Alejandro Martinez

Cemetery Worker

Dorico Membache

Utility Worker

Segundo H. Mere

Baker Juan Padilla Garbage Collector Clara M. Reid

Accounts Maintenance Clerk

Apolinar Santamaria

Stockman

Ruth E. Trotman

Clerk

Linette J. Williams Maid

MARINE BUREAU

Enrique Alvarenga

Linehandler (Deckhand)

Tom&s G. Amador

Maintenanceman

Jaime D. Ceballos M.

Linehandler (Deckhand)

Justo p. Facete

Linehandler (Deckhand)

Jos^ E. Garay Linehandler

Osboume Hoy

Seaman

Victor G. Jimenez

nter (Maintena

"WinstofKJ^yne

iler (^ckl<Sn3)

estoi

FrariK Lifmley

'•Linehandler \(Dq

Medford

alioom Atte?

Victor M. Klurioz ijement Finisher (Limited) Arnoldo Orozco S. Linehandler (Deckhand)

Herman Panzer Lock Operator (Machinist) Federico Ramos

Linehandler (Deckhand)

ENGINEERING AND

CONSTRUCTION BUREAU

Gerardo Diaz D. Seaman

Luther J. Quinn

2d Mate, Pipeline Dredge

Class I Agustin Santana Seaman

Israel Watkins

Maintenanceman

(Distribution System)

TRANSPORTATION AND

TERMINALS BUREAU

Minnie B. Burton

Clerical Assistant (Stenography)

Reginald W. Graham

Truck Driver (Heavy Trailer)

Robert Lewin

Stevedore

Benedicto G. Lopez

Carpenter (Maintenance)

Egbert G. Richardson

Helper Liquid Fuels Wharfman

CIVIL AFFAIRS BUREAU

Ethel V. Ferguson

Teacher (Junior High-U.S.

Schools) Enoch L. Hooper

Fire Lieutenant

HEALTH BUREAU

Pauline Fennell Nursing Assistant

(Psychiatry)

Charles E. Hurdle

Exterminator

Delia L. Miller Dental Assistant

(Restorative)

Marguerite M. On- Head Nurse (Psychiatry)

Raimundo Vergara

Ward Service Aid

The Panama Canal Review 13
"Sound Off" With Ear Muffs

Without ear muffs, a worker might find that noise is not only a nuisance but can

verv well lead to ear trouble later on. WHO E\'ER heard of wearing ear muffs

ill the tropics?

Some of the Panama Canal Electrical Division emplox ees have, and the\ wear

them.

Stanwood O. Specht, Supervisor of the Mechanical Power Branch at the

Miraflores Generating Station, and a number of the men working with him

find that ear muffs are necessar\

equipment at times. The\' are not used as protection

against the cold, naturalh', but are a

safet\' measure to protect the hearing of Specht and his emplo\ees when thev

have to work for an\' lentjth of time in close proximit\' to the big oil-fired gas turbo-generators installed recentlv at Miraflores. When in full operation, these

turbines sound something like a jet bomber warming for the takeoff. Right now ear muffs are used onlv at the Miraflores substation but thev are standard safet\' equipment in man\' factories and industrial plants in the United

States where there is excessive noise or where emploxees mav be exposed to loud industrial noises over a prolonged

period of time. The National Safet\- Council urges

that for workers emploved in sites where

industrial noises reach a certain level, some precaution be taken to protect

their hearing. The level of the high

pitched whine of the turbines at Miraflores Substation was considered to be at a critical level. With sound deadening muffs over

their ears, the men working near the

generators were faced by another

problem—communication with the man

operating the switchboard in the glass enclosed control room.

Electrical Division engineers solved

this problem by equipping some of the

ear muffs with a telephone device which

permits the man wearing them to talk

with the switchboard operator.

The two gas turbines installed at Miraflores are the first of their kind to be purchased hv the Canal organization.

The\' have increased the power generation potential of the Canal Zone b\' approximatelv one-third. At present one

of the turbines is used on a 24-hour

basis and the second during peak power

demand periods.

Thev will be joined in 1966 b\' a steam-turbine generating unit which

will ha\e a steam boiler designed to employ the waste heat from the gas

turbine. It will be supplemented bv

oil-firing as required.

Ear muffs protect the hearing of Robert J. Roy, shift engineer on watch at the Miraflores Substation, shown checking one of the gas turbo-generators by making a flame inspection.

Roy is inside the protective aluminum covering of the generator standing next to the generator itself. The asbestos padding over the turbine is a protection against heat.

ACCIDENTS.

FOR

THIS MONTH

AND

THIS YEAR

APRIL

ALL UNITS

YEAR TO DATE

CASES

•64 252

1016

•63 267

1038(36)

CASES

DAYS

AB.SENT

'6418

76

•63

22(1)

71(10)

•64 632

1305

•63 421

2020(998 1 Locks Overhaul Injuries included in total.

14 June 1964
THE STORY OF A NEW CZ. STAMP

INTEREST IS mounting in the six Canal Zone commemoiatixe stamps to be issued August 15 in observance of the oOtli Anni\ersaiy of the Panama

Canal Zone. How these stamps, as well

as others issued for the Canal Zone, come into being is an interesting story. The Canal Zone Stamp Advisory

Committee, functioning since 1946,

assists the Director of Posts, Earl F.

Houston's Port Paved the Way to Greatness

{Continued

100,000 persons constitute about onethird the working force of Harris County.

These 100,000 employees earn an

average of $.5,000 \earl\", which means

a $500 million annual pa\roll from ship

channel industries. Second, estimates place another

10,000 persons engaged in the direct operation of port facilities, at wharves, on railroads, barge lines, truck lines, warehouses, ste\edoring, crating, and in the myriad other services. With the same average 85,000 yearly projected

to them there is an additional S50 million in pavroll to help support the innumerable businesses, ser\ice occupations,

and professional groups that are therefore large!)- dependent directly or

indirectly on the Port of Houston, its activitv, and its industry.

Third, there is the actual economic

activitv engendered by a vessel loading

or unloading cargo in the Port of Houston, and its effect on the cit\- and county

economy. A survey by the consulting

k engineering firm of Knappen, Tippetts,

Abbott & MacCarthy for the Port of Houston a few years ago estimated that an average of S 17.20 is expended in the loading or unloading of a ton of general

cargo. For a ton of grain the estimate was nearh' $5 and for handling a ton of petroleum it was but $1. In 1962 there were 5,111,669 tons of general cargo handled at the Port of Houston and at an estimated $17.20 per

ton this generated an additional eco- nomic activit\' of almost $88 million. Additionally the port shipped 2,795,864

tons of grain and at nearly $5 per ton generated $14 million in economic activit\-. There were nearl\- 35,488,293 tons

of bulk petroleum loaded or unloaded

at the port during the vear for another

$3.5 million plus of economic activity, or a total direct contribution of another

$137 million of money in circulation due

to the port and its activity.

Going into sersice in September of 1961, the navigation district's dry bulk

plant had handled almost half a million tons of bulk materials ranging from ores

from p. 10)

to soy-bean meal by the end of 1962. This is not all, however. Ships calling

at the port have many expenditures,

both to the terminal operator and to the

\arious services at the port such as bunkering, chandlering, and repairs.

A Maritime Association survev estimates

e\ery deep-sea vessel spends an average

of $15,000 for these services while in

port. This means additional business

enterprises for a port city which supply

ships with everything from steel hawsers

to sail needles.

It is a big business in Houston where

more than 4,600 deep-sea vessels call yearly. Projecting the $15,000 average

expenditure per vessel they contribute

another $69 million to the local economy.

These latter three factors of port

operations payroll, cargo handling activities, and ship services total an additional quarter of a billion dollars of economic activity for the Houston area. This additional money in circulation,

this spending power stems directly from

the port and, coupled with the half a

billion dollars stemming annually from

ship channel industrv, provides a contri- bution of some three-quarters of a billion

dollars.

Unruh, in the selection of subjects,

themes, and designs. Started with three members, it now has six, all appointed

for an indefinite term by the Governor

on recommendation of the Director of

Posts. Committee members are J. B. Clemmons, chairman; Paul Runnestrand,

Willard E. Gwilliam, Robert A. Stevens, Grover D. Luce, and Hugh W. Cassibry.

The Director of Posts is not a member

but sits in on all meetings and assists

in selections.

Suggestions for theme come from

many sources and the committee considers them all. Those selected are passed to the Governor for approval.

After he has approved an issue the committee meets to select a design. Suggestions and sketches are studied and

partially by process of elimination, a design is selected. Different sketches are drawn and submitted to the Governor

for approval. After his approval, the Director of Posts sends the sketch to the Bureau of Engraving and Printing

for preparation of a working model.

Many times the Bureau prepares two

or more models and when they are

received, the Director of Posts calls a Stamp Advisory Committee meeting,

where a final model is selected to be

used in engra\ing and, finally, printing. At this point the work of the committee

is finished until another stamp is needed

or to be issued in commemoration of an occasion or in honor of an activity or person.

Dry bulk materials handling plant at Port of Houston.

The Panama Caxal Review 15





UNIVERSITY OF FLORIDA

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LATIN AMIR«5^