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entral American

Caribbean Games
\V. P. Lebeh. Governor-President

R. S. Hahtline, Lieutenant-Governor

Frank A. Baldwin

Panama Canal Information Officer

J^i j9»dgM»t

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

Moik.w E. Goodwin, Press Officer Publications Editors Louis R. Granger, Tomas A. Cupas

News Writers Eunice Richard, Fannie P. Hernandez.

Jose T. Tunon, Willie K. Friah. and

Luis C. Noli

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, SI a year; airmail $2 a year; mail and back copies (regular mail), 25 cents each.

Postal money orders made payable to the Panama Canal Company should he mailed to Box M, Balboa Heights. C.Z

Editorial Offices are located in the Administration Building, Balboa Heights, C.Z.

3ndex

The XI Central American and Caribbean Games _ _ 3

Times have changed since Panama last hosted

the Olympic Games in 1938 when only 10 countries were represented. Now, more tfian 2,700

athletes from 22 countries are participating.

Canal Zone Observatory 5

Stargazers have an unusual opportunity to study

the array of heavenly bodies at the Observatory.

Snakes 8

Superstition and mythology have given the snake

a tarnished image. In the daily struggle of life, the snake has the toughest time.

Shipping 12 With the coming of new world markets, new

sources of supply, and the increasing size of merchant ships, the shipping industry is taking on a new look.

Directors Meet at Balboa Heights 14 Board members hold their quarterly meeting in

the Administration Building and tour the Canal

Zone. Decade of the '60's_ 16

The 1960's seemed to be a time when everything

went up—satellites, astronauts, skirts, prices, and

the Thatcher Ferry Bridge.

Vocational School at Chapala 19

Sponsored by the Panama Lions Club, the

school offers hope, future to delinquent boys.

The Mystery of 'Maru" 22

The word Maru appears on nearly all Japanese

merchant ships. The meaning of the word has

been lost in time, but there are mant/ theories.

Shipping Notes 24

History 25

Culinary Capers 26

Featured here are recipes from construction

days and a bit of history of the food situation on the Isthmus during those times. Anniversaries 29

Ourur CtIsOverA

The Panama Canal Review features on its covers the

XI Central American and Caribbean Games which bring.

together in Panama City athletes from 22 nations of

this hemisphere.

Three posters, which won honorable mention in a

contest sponsored by the Games' Organizing Committee, were used to create the covers' designs. The runners were drawn by Bolivar Bivcra, the symbolic torch and

emblem of the Games, by Juan Carlos Marcos, and

the pole vaulter is the creation of Cesare Motta, whose

discus thrower on another poster icon him first place.

The runners symbolize the participants at the starting point awaiting the signal which will bring them the

glory of triumph or the darkness of defeat.

The torch bearing the Olympic flame is carried by

relays of runners on its arrival at David from Mexico

City to the Olympic Stadium where the sacred fire is lit.

According to custom, a well-known sports figure of

the past will carry the Olympic flame to the stadium.

Frank Prince of Panama, Central American and Caribbean champion of the 800 and 1,500 meter dash, will

have the honor on this occasion.

The pole vaulter is the symbol of human effort to overcome obstacles while the pole denotes help which

is needed to overcome these obstacles.

February 1970
Basketball games for the XI Games will be held at the Olympic Gymnasium. The $2 million gymnasium has a transparent dome and will be used for other athletic events.

By Tomas

THE CENTRAL American and Caribbean Games, which brought together in Panama athletes from 10 countries in 1938, will be held again this year at the Crossroads of the World-this time with

competitors from 22 sister nations who

will strive during 2 weeks to win honors

for their respective flags. Things have changed a lot in Panama

City in the 32 years between the I\

Games in 1938 and the XI Games to be

held this year from February 28 to March 14. Then, there was only one OlympicStadium for track and field, basketball,

soccer, boxing, bas-ball, and tennis

events; one National Gymnasium for

volleyball, weight lifting and wrestling;

the Olympic Pool for swimming, high

diving, and water polo; the Miramar

Athletic Club for fencing; the old Juan Franco racetrack for cycling events; and

a shooting range in Paitilla.

A. Cupas

Modern Panama City now has a sta- dium-gvmnasium-swimming pool complex in the Presidente Remon racetrack area for track and field, basketball and

soccer. The old Olympic Stadium-now

named "Juan Demostenes Arosemena'

after the ex-President of Panama who

was the patron of the IV Games in 1938-will be the scene of baseball games. The old National Gymnasium. now named Neco de la Guardia after the "Father of Panamanian Sports,"

will be the site of boxing events. The

old Olvmpic Pool, now named Adan

Gordon after one of the country's out- standing swimmers, will be used for water polo competition.

Other new installations include the Stadium of the Melchor Lasso de la Vega Arts and Crafts School, for soccer games; the Tocumen Velodrome, for

cvcling, and the Shooting Range in the same area. (See p. 4)

They Strive For

Honor and Glory

The Panama Canal Review
Appearing almost like an artist's creation, the hanging roof of the Olympic Gymnasium

is supported by 92 cables which stretch from a reinforced concrete base to a central steel cylinder. The covering is of aluminum and an insulating material.

The Olympic Stadium accommodates 20,000 persons and will house the opening and

closing ceremonies. Various events will be held there including the soccer and boxing

finals. The track is topped with a rubberized material for better traction. The only other

track of this type in Latin America is in Mexico City.

The new $1 million Olympic Pool constructed specially for the XI Games has a capacity

for 3,000 spectators to view the swimming competitions.

Olympic cyclists take a practice run around the Velodrome near Tocumen Airport. The

Velodrome has a 250 meter ring and a cement track with an inclination of from 12 to 45 degrees. Approximately 2,500 cycling fans can watch the races.

Games

1970

(Continued from p. 3)

Wrestling, judo, and weightlifting events will be held in the Colegio

Javier Gymnasium; volleyball, in the Colegio San Agustin; fencing at the Colegio de las Esclavas del Sagrado

Corazon de Jesus; and gymnastics in the Colegio La Salle.

For the IV Games in 1938, athletes came from Colombia. Costa Rica. Cuba,

El Salvador, Jamaica, Mexico, Nicara- gua, Panama, Puerto Rico, and Venezuela. Twelve countries have been

added to that list for the 1970 Games:

Netherlands Antilles, Bahamas, Barbados, Guatemala, Guvana, Haiti, Honduras, British Honduras, Virgin Islands Dominican Republic, Surinam, and

Trinidad-Tobago.

Four years ago, at the X Games in San Juan, Puerto Rico, there were 1,689

athletes from 16 countries. In Panama

this year there will be some 2,700 athletes from 22 countries—a record number of both competitors and countries The largest delegation to the Games

is from Cuba, 372 athletes—277 men

and 95 women, who will compete in all sports. Next is Panama's with 329

athletes—253 men and 76 women, while

Mexico's is in third place with 269

athletes, of whom 210 are men and

59 women. The smallest delegation comes from

Surinam, whose two athletes will compete in track and field. They will be ac- companied by one non-playing delegate.

Barbados, Guvana, and Surinam will not be represented in women's sports. The onlv countries to compete in all sports will be Cuba, Mexico, and Panama. Puerto Rico will not participate

in gymnastics and Venezuela will not compete in water polo. For two weeks, these young men and women will be competing as friends,

fulfilling the vision of Baron Pierre de

Coubertin, who revived the modern

Olympic games. Thev will be inspired

bv the traditional Olvmpic oath: "We

swear that we will take part in the Olympic Games in loval competition, respect- ing the regulations which govern them

and desirous of participating in them

in the true spirit of sportsmanship for the honor of our country and for the

glory of sport."

February 1970
Arcturus

MITURSA MAJOR

ISTHMIAN STARGAZERS

HAVE SPECTACULAR VIEW

GEMINI

The Greek philosopher Plato, nearly

400 B.C., must have had a vision of the Twentieth Century when he said: "Astronomy compels the soul to look upwards and leads us from this world

to another."

By Louis B. Granger

WEATHERED FROM 40 years of use, a small round building that sits atop a

hill overlooking Miraflores Locks continues to function as one of the most

useful teaching aids in the Canal Zone. The Canal Zone Observatory, only

16 feet in diameter, has given thousands

of children and adults a glimpse into the future. As scores of satellites circle the earth, and as man studies the moon

firsthand, its value has become even more pronounced.

Space programs of the United States and Russia have made us more aware

of the vastness of the universe and have

put into realistic terms the possibility of interplanetary space travel. Nearly everyone during the course

of a dark night will glance upwards

to search for the groups of stars that make up the Great Bear and its Big

Dipper, Southern Cross, the Big Dog

and other well-known constellations.

Regulus

Isthmian residents have an unusual

opportunity to observe the mysterious

sparkling matter that makes up the universe. Living in latitudes just north of the equator they have a favored position

to study the star-studded heavens.

Oliver Bullock, a former electrical supervisor for the Panama Canal organization, was an early member of the Canal Zone Astronomical Society and

drew a series of star maps for this hemisphere that eventually were incorpor- ated into a booklet, "Panama Evening

Skies." Available in the Canal Zone

Library, it has been used for most

astronomical observations made on the Isthmus.

In the book's foreword, Bullock

stated that "all the brighter stars and

all the principal star groups which

make up that awe-inspiring, everchanging, nightly procession of distant suns, are visible from the Isthmus some time

during each year."

HYDRA

IG STARS

The Panama Canal Review
The rings of the planet Saturn show up

clearly when seen through a telescope.

The Spiral Nebula Andromeda, one of the most prominent seen in the tropical skies.

Dry Season Offers Nightly

j

Panorama of Stars and Planets

Children have always enjoyed looking for the Big Dipper "Big Bear" in the sky.

This nightly panorama of stars and

planets is best viewed during the dry

season when the sky is clear. Astronomy lectures are given at the Observatory on Sundays and Tuesdays

from 7 to 9 p.m. by J. YVes Seaquist,

coordinator of the Audio-Visual Center of the Division of Schools who is in charge of the Observatorv, and B. J. Brown, a long-time astronomy authority

who works in the Engineering Division.

Visitors are allowed to view the moon,

stars, and planets through the Observatory's 5-inch equatorial telescope. At this time of the year, Observatorv

visitors can see six interesting constellations directly overhead. The brightest

stars in these form what is known locallv as the Dry Season Circle. This huge

ring consists of seven bright stars called

Sirius, Canopus, Castor, Pollux, Capella,

Aldebaran, and Betelgeuse.

Many persons head for the Observatory during a full moon thinking that

is the best time to view it. Actually it is the worst time. Seaquist explains that the ideal time

to see features on the moon is between

the new moon and when it appears

to be a half image. At this time the

sunlight strikes it from an angle which

accents the mountain ranges. During

full moon the sun is shining directlv on

the moon and the appearance is flat because there are no shadows.

One of the most interesting of the

planets is Venus. A few vears ago a security officer at Quarrv Heights ex- citedly called Seaquist about what ap- peared to be a UFO (unidentified flying

object). The officer said that a bright

object disappeared on one horizon and

almost immediately appeared on the other horizon indicating tremendous

speed. Seaquist investigated and dis- covered that Venus, the brightest ap- pearing planet, had moved below the

horizon, and Sirius, the brightest star, had just come up. Another incident involving Venus oc- curred during World War II. A bright

spot continued to appear in the sky

within range of observers at a U.S. mil-

'

itary base in Costa Rica and caused

enough concern that the Canal Zone

Astronomical Societv was asked to J investigate.

Three amateur astronomers, Bullock. Earl O. Dailey, and Clarence H. True, , packed up the telescope and headed foi Costa Rica. The uneasiness about the strange object had increased consider- ably when someone thought he saw

a basket hanging from it. The local astronomers identified it immediately ^s the planet Venus and

another space mystery was solved. The North Star which has guided

sailors to their destinations for ages can - be seen every cloudless night. It is al- ways 9 degrees above the horizon. For

persons south of the equator the Southern Cross is the navigational guide.

One of the most valuable constellations for navigational purposes in this latitude is Orion, the Great Hunter.

This group of stars can be seen throughout the drv season in the early evening.

Once it's pointed out it becomes easv

to recognize and appears like a big compass box in the skv. A group of stars within Orion forms an arrow pointing

directly north. Orion's belt acts as a pointer in two

directions. To the northwest, it points

toward Aldebaran in Taurus, the Bull. In the opposite direction, the belt points

toward Sirius, the Dog Star. Many other constellations, stars, and

planets can be seen from the Observatory including the Spiral Nebula An- dromeda beyond our own galaxy. It is so far away it took the light from its stars 2 million years to reach earth. Located just off Gaillard Highway

near Miraflores Locks, the Observaton

is easily accessible and there is a large

parking lot for convenience of visitors. Work on the edifice began in April

1930, and was completed that June.

All construction was carried on by what was then known as the construction quartermaster's force of Pedro Miguel.

Plans and specifications for the building

6 February 1970
Weathered from 40 years of use, the Canal Zone Observatory

sits atop a hill overlooking Miraflores Locks and gives

thousands of Canal children a chance to observe the sparkling

matter that makes up the universe.

were drafted by former Panama Canal

Architect Meade Bolton. The building is topped by a mobile

dome and equipped to travel on a cir- cular track, making it possible to move

the telescope around to cover every

point of the compass and facilitate the observation of the celestial bodies in any part of the heavens. Former Panama Canal towing loco- motive operator, James A. Hess, is given

credit for bringing the Observatory to the Zone. An amateur astronomer, Hess

obtained the telescope from the Naval

Observatory in Washington, D.C. It was

one of six built in Massachusetts to observe the rare transit of Venus across the face of the sun in 1874 and again

in 1882.

It took more than a year for Hess to wangle the telescope from the Naval

Observatory that refused to lend it to the Canal Zone Astronomical Society

which had not been officially organized.

Finally, after much correspondence

and conversations with the superintendent of the Naval Observatory, the

chief of the Panama Canal Washington

office, and former Canal Zone Governor

H. Burgess, it was agreed that the tele- scope could be loaned to the Panama

Canal Government.

It was about this time that Hess

organized the society to care for and

control the use of the telescope which was set up at the Hess home in Pedro

Miguel until a more suitable site was

found.

After much pondering, it was decided

to house the telescope in a building

of its own. Approximately $1,750 was

spent from clubhouse funds to construct

the Observatory.

It is estimated that nearly half a million persons have visited the Observatory during the past 40 years. Many

Boy Scouts have received merit badges

in astronomy for their studies there and

students in Canal Zone Schools' sci- ence classes are given a closeup look

at planets that thev may be able to visit some day.

The ideal time to view the moon is between the new moon

and when it appears to be a half image as the sunlight strikes

it from an angle at this time and accents the mountain ranges.

The Panama Canal Review
^*3

1-

nake

What are they really like?

By Willie K. Friar "THIS CREATURE FILLS its mouth

with venom. And walks upon its duodenum." So wrote Ogden Nash about

the cobra and the information which most people have about snakes is limited

to this—his method of locomotion and

his venomous nature. But superstition and mythology

abound and over the years have blended

with a few facts to give the snake his tarnished image. His reputation began

to slip when he first encountered Eve

and it has continued to deteriorate ever

since. Movies set in the tropics often feature oversized snakes festooned in the trees or slithering at a fantastic speed in pursuit of the hero who more likelv than

not ends up in a fight to the death with an all embracing boa constrictor or is gobbled up whole as an appetizer bv

an anaconda.

Small wonder then that it comes as a surprise to many that there are more

snakes in the temperate zone than in the tropics; that snakes are more in- clined to run awav from a man than to pursue him; and that only two will even

consider man as a part of their menu. The anaconda and the pvthon can be

classed as possible people-eaters, but they rarely choose humans, finding smaller animals more to their liking.

Swallowed

The natives of South America call the anaconda "the spirit of the Amazon"

and many believe that if you are swallowed by an anaconda you live on

forever inside the snake. But in the mutual eating of snake

and man, the snake gets the worst of

it, ending up being eaten by man more

often than the other way around. In fact, the boa constrictor, which is referred

to by some as "a fine hunk of meat,"

is a regular part of the menu served to students at the Air Force Tropical Survival School in the Canal Zone.

Exotic Cocktail

A somewhat exotic cocktail may be

concocted by adding boa meat to aguardiente, a local liquor. This is drunk bv some of the natives of Panama and

Colombia as a treatment for pancreas

ailments and malaria. One need not fear eating snake meat or even drinking a boa cocktail since all snakes are safe to eat provided the head has been removed

and the meat cooked thoroughlv.

Life is far from easy for the local snakes. In addition to being eaten b\ man, their worst enemv, the snakes in Panama often fall victim to armadillos,

peccaries, skunks, and snake eating

falcons as well as other snakes, reducing

the snake population to much less than

that found in the temperate zones There are more varieties in the tropics

but not as many individual snakes.

In his fight for survival, the snake is up against tremendous odds for in addition to being eaten by other snakes and

animals, numerous parasites feed on

him. He has to contend with such things

as ticks and other small insects and he sometimes carries lungworm which can be fatal to him.

No Rattlesnakes No snakes are vegetarians, but snakes

of one kind or another will eat almost anything from insects to people. However, none of the man-eaters are found

in Panama and apparently neither is the

rattlesnake which is found in Colombia

and Costa Rica, but for some unknown

reason no specimen authoratively identified as native to Panama has been found

here. Through the ages the snake has held

a strange fascination for man. Jewelrv

and potterv unearthed bv archeologists

show that the snake was used as a symbol and decoration throughout most

periods in history. Today it remains a popular design for jewelry.

Still, the snake is more hated than loved and though he is a household

word he shows up mainlv in such derogatory phrases as "snake in the

grass," "mean as a snake," and "a viper

in the nest." The one bright spot in his murky public relations was being

chosen to grace the physician's insignia, the caduceus, which features two snakes entwined on a staff.

Snakes Helpful

Dr. Sam Telford, herpetologist, now

doing research at the Gorgas Memorial

Laboratory in Panama, speaks out for snakes, saying, "They are a group of animals much misunderstood bv the

public. They have a reputation which

they don't deserve; because a few of them are dangerous all of them have

been maligned."

S February 1970
Always a popular design for

jewelry, snakes have appeared

on bracelets, necklaces, and

numerous other ornaments

since ancient times.

Dr. Telford points out that snakes are verv helpful to farmers in the control o(

pests. They help keep the balance of nature and without them the rodenl population would be much larger than

it is now. They also are useful in industry where their hides are popular in the manufacturing of belts, shoes, and bags.

In Panama, where the chance oi being bitten by a snake is about the same

as being struck by lightning, only 21 of the more than 125 species found here

are known to be dangerous. Actually, most places have more harmless than venomous tvpes. Of the approximately

2,400 kinds of snakes in the world, there

are only about 200 venomous species.

(See p. 10)

Vicki Sizemore, of Balboa, models a brooch and ring featuring a snake motif as she shops for jewelry at the Balboa Retail Store.

-Reprinted with permission of True magazine.

* %J*S

'Rev it up and then let the clutch out fasti"

The Panama Canal Review
•nakes

(Continued from p. 9)

Fer-de-lance Although the chances of being bitten

in Panama are not great there are several snakes that it is wise to know about. Of Panama's venomous snakes the fer- de-lance frequently is regarded as the most dangerous, partly because there

are so many of them. This snake gives

birth to as many as 70 wriggling venomous voung at one time. From the moment of birth they are dangerous.

The fer-de-lance gets its name from

the lance shape of its head. The name

is a Creole-French term widely used in Martinique and St. Lucia where the snake was once extremely abundant. In Panama, it is often called "equis" (Spanish for "X") because of its X-like body

markings and is also known as "barba

amarilla" or yellow beard because of the vellow hue of the mouth region.

This snake strikes so fast that the eve tr;v:^^v?^*£

Fer-de-lance

Bushmaster

can hardly see it. But the striking range

is very short, usuallv only about 6 to 10 inches. Although the mongoose

invariably masters the cobra, it has been

said that he has onlv a 50-50 chance

with the fer-de-lance. The venom of the fer-de-lance is mainly hemotoxic, breaking down the

blood-vessel walls and destroying the red blood cells. The purpose of the venom is to aid the snake in capturing

small animals for food and the serious- ness of a bite is partlv determined bv

whether the snake has eaten recently

and used up much of his venom. The chance of recoverv from a fer- de-lance bite is generally good if the victim is taken immediatelv to a doctor,

but often among the natives in the bush,

superstition intervenes. There are those who believe, among other things, that vou must not kill the snake that bites vou or cross a stream once bitten. Among the Cuna and Choco Indians numerous snakebite remedies are used.

All are applied externally. With the Choco, ferns are often used in treat- ment. The Cuna sometimes isolate the victim on a small island in a special

bohio where a white flag flies until the victim either recovers or dies. Some of the Choco believe that when a snake

enters a bohio evervone in it will die unless the snake is killed and rubbed on the residents to rid them of the hex.

Bushmaster

Of all the venomous snakes in the world, the bushmaster is second in size only to the king cobra, and unlike other snakes he may not run away. He has

been described by some as "sullen, fearless, and deadly," and "shy, inoffensive and retiring" by others. Because of the extremely rough scales on his back he is called "Verrugosa," the warty one, and in Panama, he is called the king of the jungle. The bushmasters

found here seldom exceed 8 feet in length. Since they lay eggs, 10 to 14 at a time, which are often eaten by coati- mundis, peccaries, and rodents before they hatch, the bushmaster population

is not large. Once hatched, the young

live in the burrows of rodents and feed on the voung of these animals, spending

little time above ground. It's only when

they are quite large that they leave

these holes to feed on larger rodents. The bushmaster's head is almost rec- tangular in shape compared to the pointed head of the fer-de-lance and on

the tail there is a growth similar to the

rattle on a rattlesnake's tail. His "spine" mav warn of a pending attack with a noise similar to that of the rattlesnake. The bushmaster mav attack for no

apparent reason and with enough force

to embed its fangs deeply in its target. Coral Snakes

The coral snakes of Panama are

similar to the coral snake of North America and are just as dangerous. The venom

of the coral attacks the nervous system

and can result in death within an hour

if the bite is serious and is not treated. The coral is much smaller than the

fer-de-lance and the bushmaster, seldom

growing more than 4 feet in length. It doesn't strike but will bite or chew if

it is stepped on or handled. The voung

of the coral snake, like the bushmaster,

are hatched from eggs.

Its body is banded with various combinations of red, black, yellow, and cream and is marked with a black band

from the tip of its nose to its eve. Because of the beautiful colors, chil- dren are inclined to pick it up and plav

with it. Fortunatelv, it does not alwavs

bite.

Pacific Sea Snake

A possible hazard to bathers along

Pacific coast beaches is the Pacific sea snake, a small brightly marked black and yellow snake. These snakes possess

a highly toxic neurotoxin for which no

antivenin is available locally. They

probably will not bite unless handled

or stepped on but it's a good idea to avoid them when swimming.

Palm and Hog-Nosed Vipers

Other snakes that are poisonous but

not found in great numbers are the palm and hog-nosed vipers. They are

short, slender snakes which seldom grow

as much as a vard in length and are about as big around as a man's finger.

Their heads and fangs are large, however, and thev are quite dangerously venomous. The hog-nosed viper is found

under trees and rocks in the jungle and

on the savannas and will strike at a man's

foot or leg. The palm viper is found in

all types of trees and bushes, especially certain palm trees. It will often strike at a person's head or neck. Like the fer-de-lance and the bushmaster, the poison of both of these snakes attacks the circulatorv s\ stem but because of the small size of the snakes, the victim's chances for survival are much greater. The rest of Panama's snakes may be

classified as either non-poisonous or semi-poisonous.

Although many are harmless and some very attractive, it's best not to play

around with snakes. After all, statistics show that most of the people bitten are snake handlers. Innocent though a snake mav appear, it would seem there's no

predicting when one might get hold of a "snake in the grass."

10 February 1970
Snakebite

Prevention and Treatment

THE BITE of a poisonous snake may

be distinguished bv the two distinct lacerations that are produced b\

fangs but this is not an absolute cri- terion. When there is doubt whether

or not the snake is poisonous, the

bite should be treated as possibh

poisonous until the snake can be

properlv identified. To make sure of the identification, a snake that inflicts a bite should be

killed and taken to the hospital along

with the victim so that the doctor can

identify the type and provide the proper treatment for the bite. It should be remembered that the fangs

of a dead snake are as dangerous as those of a live one, so care should be

taken in the handling of the snake

Mouth Suction

The victim should be rushed im- mediately to a doctor and if a doctor

is an hour or less away, the vic- tim should be immobilized, treated

for shock, and suction should be

started and continued until the victim reaches the hospital.

The best method is to use the

mouth and attempt to suck out the venom through the fang holes. Do

not cut the wound. This onlv spreads

the venom. The person applying

suction should make sure that his mouth is free of ulcers or open sores.

It a doctor or hospital is 1 or more

hours away then treatment should be

as shown above but a tourniquet

should also be used. The tourniquet

should be loose enough that two

fingers can be forced underneath it. The tourniquet pressure should be

relieved for a short time everv 15 minutes to prevent damage from the tourniquet itself.

Be Alert The best way to avoid being bitten

is to be alert to the possible presence

of snakes and to exercise caution,

especially when working in the garden, around trees, or shrubs or when traveling in the bush. Care

should be taken at all times as the

fer-de-lance, in particular, frequents

well populated places and may be

found even in the carport. Do not go

outside at night without shoes and

always carrv a flashlight.

When working or traveling in the

jungle, be careful in using hands for climbing or clearing brush. The per- son who uses a machete correctly has

a bent stick in his other hand to hold

branches and small vegetation prior

to cutting it with his machete.

Always wear shoes or boots and tuck

trousers loosely into the top.

Estimate Situation

If vou see a snake, freeze in vour

tracks until you can estimate the

situation. The snake, ordinarily, will not attack vou since he will be as surprised as vou are. If you must

travel alone, make a lot of noise to give snakes a chance to get out of your way. Be especially watchful at night. This is when hungry snakes

are out hunting for food. Thev will be hunting rodents, not vou, but thev might make a mistake.

It these simple precautions arc taken the chance of being bitten mav

be reduced to practically zero.

The Panama Canal Review 11
CANAL COMMERCIAL TRAFFIC RY NATIONALITY OF VESSELS
largest vessel to use the Panama Canal

has been The Phillips Louisiana, an

oil-ore carrier, 80,261 long tons sum- mer deadweight.

Scrap Metal Carriers

Figures quoted in a recent issue of World Ports showed that the move- ment of fertilizer raw material has gone

from vessels of 10,000 to 15,000 tons to

vessels up to 40,000 tons in the past 4

years. And as a change from the days

when scrap moved in worn-out hulls of tramps, special scrap metal carriers of 25,000 tons have appeared. There are a number of old scrap carriers still using the Canal today.

The movement of coal from Hampton

Roads, Va., to Japan in the "Panama"

type bulk vessels began 9 years ago. They have carried through the Canal

bulk coal cargoes as high as 60,000 long

tons, the record for the Canal. The

aluminum trade also is using larger

ships, with 55,000 ton cargoes of bauxite

and alumina not unusual. The emergence of the ore-bulk-oil

carriers with the capacity to haul full cargoes of coal or grains; the capability

of these ships to stow and pump liquid

petroleum cargoes; and the strength to load full dense ore cargoes while filling only alternate cargo holds, probably all

will have great effects on shipping

trends. 150,000-Ton Ships

These giants, which have been in existence since 1964, are getting to a size that will not be handled by the Panama Canal. Many of the new vessels now scheduled for delivery in the next 2 years will be larger than 100,000 tons with 150,000 tons not uncommon. The transporting of coal on the round-the-world voyage as bulk cargo

has brought the coal shipping rates between Hampton Roads and Japan

down 50 percent and made it competitive in the Japanese market with Australian coal despite the distance it has to

travel. Last year the big vessels in the 100,000 to 150,000 ton range were

changing the whole operation by load- ing coal into alternate holds in Virginia

and taking on iron ore in Brazil or Angola. After discharging ore and coal

in Japan, these ships go on to the Persian Gulf to load crude oil for the

Atlantic and start the cycle over again.

Now a new trend is being planned,

the shipping experts say. It will take the bulk carriers from Hampton Roads to eastern Canadian ports to load iron ore

for Japan. These ships then may pass up the Persian Gulf oil and go to the ore (See p. 31)

PRINCIPAL COMMODITIES SHIPPED THROUGH THE CANAL

(All cargo figures in long tons) Pacific to Atlantic

Commodity

Ores, various Sugar

Iron and steel plates, sheets and coils Boards and planks Petroleum and products

Iron and steel manufactures,

miscellaneous

Metals, various Bananas Food in refrigeration

(excluding bananas)

Fishmeal

Pulpwood

Plywood and veneers Petroleum coke

Iron and steel wire, bars, and rods_

Canned food products

All others

Total 19,689,019

First half, fiscal year

1970

6

813,388

,548,915

,507,943 454,893

,164,088

718,356

689,394

598,421

596,194

547,021

489,578

441,415

423,342

333,149

326,765

,036,157

1969

2,146,711

1,513,091

1,590,737

1,757,183

320,674

599,006

677,888

571,631

595,417

941,870

588,836

471,100

212,863

292,302

350,309

5,367,695

17,997,313

5-Yr. Avg.

1961-65

519,996

1,235,175

N.A. N.A.

1,024.347

N.A.

566,481

565,876

394,842

N.A. 249,504

N.A.

N.A.

N.A. 517,232

9,809,816

14,883,269

Atlantic to Pacific

Commodity

Coal and coke Petroleum and products Corn

Metal, scrap Phosphates

Soybeans

Sorghum

Ores, various Sugar

Metal, iron Rice Paper and paper products

Chemicals, unclassified

Fertilizers, unclassified Autos, trucks, accessories, and parts _ All others

Total 36,050,149

First half, fiscal year

1970

9,645,912

7,126,203

2,601,754

1,998,552

1,834,061

1,601,147

1,125,186

1,038,086

904,871

664,235

455,908

430,846

424,646

332,992

328,509

5,537,241

1969

6,940,886

7,652,739

1,515,820

1,647,713

2,649,308

1,477,776

1,113,801

949,468

529,297

791,536

303,246

445,800

345,313

244,371

295,936

6,182,749

33,085,759

5-Yr. Avg. 1961-65

2,925,019

5,484,146

636,706

1,527,264

1,046,645

735,645

N.A.

147,988

516,556

100,447

56,257

225,987

318,745

184,252

160,582

4,468,646

18,534,885

CANAL TRANSITS - COMMERCIAL AND U.S. GOVERNMENT
Board

Of

Directors

Views

Canal

Operations

AN EXTENSIVE tour of the Canal

Zone facilities and a business meeting

held in the Administration Building at Balboa Heights on Januarv 28. were among the highlights of the annual visit

to the Canal Zone bv the Panama Canal

Company Board of Directors. The quarterly winter meeting of the Board was attended by seven business- men and one businesswoman from vari- ous parts of the United States who

were appointed to the Board during

1969.They are Ralph H. Cake, of Portland, Oreg., who served on the Board

previously from 1956 to 1961; A. Gray

Bovlston, of Fort Lauderdale, Fla.; Albert B. Fay, of Houston, Tex.; William F. Price, of Pasadena, Calif.; Webster B. Todd, of Oldwick, N.J.; Einar Yiren, of Omaha, Nebr.; W.

Walter Williams, of Seattle, Wash.;

and Mrs. Marjorie B. Shanard, of Wayzata, Minn., the first woman ever

to he appointed to the Board of Directors of the Panama Canal Company.

Also attending was Thaddeus R. Beal,

Under Secretary of the Armv, who is the Chairman of the Board: Governor

W. P. Leber of the Canal Zone, who

is President of the Panama Canal Company; Charles Mever, Assistant Secretary of State for Inter-American Affairs; and Stephen Ailes, of Washington, D.C.,

who is an incumbent member.

During his stay on the Isthmus, Sec. Beal also visited Armv installations in the Canal Zone accompanied bv David

H. Ward, recently appointed Deputv

Under Secretary of the Army.

Governor Leber and directors of the

various Panama Canal bureaus briefed members of the Board on the operation

of Panama Canal facilities during the

tour of the Panama Canal. This was the first Board meeting to be held on the Isthmus since Januarv

1969. The next meeting will be held in April 1970, in Washington, D.C.

Members

they are: of the A

Director;

Steers, Jr Hartline Paul M.

of the Board of Directors meet in the Board Room in the Administration Building at Balboa Heights. From left, clockwise. Webster B. Todd, Director; W. Walter Williams, Director; A. Gray Boylston, Director; David H. Ward, Deputy Under Secretary rmy; Thaddeus R. Beal, Under Secretary of the Army and Chairman of the Board; Stephen Ailes, Director; Ralph H. Cake,

W. M. Whitman, Secretary of the Panama Canal Company; William F. Price, Director; Albert B. Fay, Director; Philip L.

., Comptroller of the Panama Canal Company; Gov. W. P. Leber, President of the Panama Canal Company; Lt. Gov. Richard S. Vice-President of the Panama Canal Company; Mrs. Marjorie B. Shanard, Director; and Einar Viren, Director. Second row: Runnestrand, Executive Secretary; and Capt. Donald A. Dertien, USN Ret., Chief, Executive Planning Staff.

14 February 1970
The fine points of baseball are discussed by

Ralph H. Cake, a member of the Board, and players of the Gibraltar Life Insurance Little League Team. At right is F. A. Cotton, team

manager. Cake never misses a (hance to greet Little League members whenever he is on the Isthmus.

Capt. A. L. Callin, Marine Director, briefs members

of the Board on the operations of the

Industrial Division, one of the marine repair units under

the direction of the Marine Bureau, in the main machine shop at Mount Hope on the Atlantic Side of the Isthmus.

Mrs. Marjorie B. Shanard, the only woman

on the Board of Directors, confers at the La Boca

Printing Plant with D. C. Miller, left, new Superintendent of the Printing Plant, and Juan Fernandez, lithographer. Mrs. Shanard,

a former reporter, writer, and special correspondent for newspapers, toured the Printing Plant and was briefed on publications.

Board members inspect navigation facilities aboard a Panama Canal launch passing through the main

Canal channel. A ship in transit is in the background.

The Panama Canal Review 15
Years of

Canal growth

challenge and change

THE

SIXTIES

As the decade of the 1960's came to a close, life

in the Canal Zone reflected some of the monumental

changes that shaped life in the United States. Instantaneous television via satellite brought

Isthmians a clear view of man's first steps on the moon and astronauts were seen in the Canal Zone

where they came for training and on good will tours. Changing the local landscape were the new

multi-million-dollar Thatcher Ferry Bridge over

the Canal, a new hospital annex and new

schools—one with a geodesic dome building.

Computers took over the Panama Canal's payroll

and the conversion of electric power from

25 to 60 cycles brought widespread air conditioning

to public buildings and homes. New towing

locomotives replaced the "old grey mules"

and new tugs were put into service. The Cut continued to be widened and the ships

transiting the Canal grew increasingly longer and wider.

On these pages are shown some of the happenings that convey the changing times

of the Ws in the Canal Zone.

and UP

and up

Skirts went up

16 February 1970
On October 12, 1962, the new $20 million Thatcher Ferry Bridge was dedicated and used by traffic for the first time. Soaring 201 feet above the Canal channel at Balboa at high

tide, the bridge is among the highest in the world over navigable waterways. It unites two parts of Panama and two continents and is a link in the Inter-American Highway.

At left: Isthmians were not left out of the picture when the first astronauts landed on the moon. Through the use of the communication satellite, local TV sets received a clear view

of man's first step on the moon. Some of the astronauts visited the Isthmus while on training programs and good will tours during the 1960's. A geodesic dome was part of the new

multi-million dollar Curundu Junior High School built on the Pacific side of the Isthmus

in the mid 1960's. The architectural form seen in the foreground was originated by the noted U.S. architect R. Buckminster Fuller. It houses the cafetorium, one of the units of the Junior High School complex which is designed to accommodate more than 2.200

students. Several other new schools were built on both sides of the Isthmus and are being

air-conditioned.

The new Gorgas Hospital annex, the highest and the newest building in the Canal Zone, was put into operation in February 1965. Alterations to the existing plant and construction

of this new 8-story air-conditioned building were made to consolidate all Gorgas Hospital

activities into four buildings connected by two pedestrian bridges and a tunnel. Sections A

and B, two areas devoted to the care of internal medicine patients, were remodeled in 1969 at a cost of more than $1 million. Remodeling of Section O, which will house the pediatric ward and several other units, is scheduled to be completed in 1970.

Four white gloved Canal Zone policemen

hoist the flags of Panama and the United

State side by side implementing a decision announced by former President Dwight D.

Eisenhower. Flags of Panama and the United States were raised on other buildings in the Canal Zone later. Panama

National Guardsmen stand at attention in the foreground.

Computers took over the task of making

out the Panama Canal's payrolls in 196S. The first of a series of new computers were

put into operation in the Payroll and Machine Accounting Branch. These computers

are used by the Data Processing Division

in the Administration Building, Balboa

Heights. A computerized marine traffic control system is now being considered.

Tourists ride through Pedro Miguel Locks

aboard the sightseeing launch "Las Cruces." The launch was put into service in early 1962 to take visitors on partial transits of the Canal. The Canal Zone Guide

Service was inaugurated the same year. It provides bilingual guides to explain operations of the Panama Canal to visitors on

both the Atlantic and Pacific sides.

The Panama Canal Review 17
Improvements to the Canal which increased the capacity of the waterway opened the way for such giants as the bulk carrier "Scenic" which heads through Miraflores Locks with a cargo of coal from Newport News, Va., to Japan. She is one of an increasing

number of longer and wider vessels now using the Panama Canal.

The multi-million-dollar widening of Gaillard Cut began in the

1950's and continued to progress as the decade of the '60's came

to a close. By the end of 1969, the project of widening the Cut

from 300 to 500 feet had entered its final stage. The entire project

presently is scheduled to be completed by the middle of this year.

"^^HRi
Boys Find Hope and a New

Beginning at Chapala School

By Luis C. Noli THE YOUTHFUL delinquents belong

to either the Section of Hope or to the Section of Perseverance. From one to the other lies the path of regeneration.

This is the Vocational School at Chapala, a correctional institution for boys 12 to 18 that began operations

barely 8 months ago in a 42.5 acre site

in the hills bevond Arraijan, a half hour's drive from the capital city. It is

2'/2 miles off the main highway.

Lion's Club Project For the Panama Lions Club, which

conceived and carried out the $1 million project to completion, it won the title "The Best Lions Club in the World"

a second time. (The Panama Lions won

that designation from the international headquarters for its $500,000 Children's Hospital project in Panama City. ) Pan

ama's National Government contributed

about half the funds, but without the

Lions' drive the Chapala School would

not be what it is today: an up-to-date

center for rehabilitation of boys who

have had an early start in crime. The formal opening of Chapala on June 20, 1969, was the successful cul- mination of 7 years of dedicated effort by the Panama Lions. Chapala was conceived in earlv 1962. Lion Federico Humbert, a charter member of the Panama Club, had become

deeply concerned over the wave of ju- venile delinquency sweeping the country, particularly the principal cities. He

suggested to Lion Clarence Marquez,

then president-elect of the club, to build his platform around the project.

Marquez accepted the suggestion.

Then came a forum on juvenile de- linquency, sponsored by the Lions, to awaken the community to the magnitude of the problem. Statistics cited at the forum showed that between 1951

and 1961 there were 7,170 minors

brought before Juvenile Court in Pan- ama City, the only one of its kind in the country. Many of them were repeat

offenders.

The Chapala project was formalK

launched by Marquez in mid-1962.

Six succeeding presidents devoted then

energies to it—Stanley Fidanque, Henr\

Maduro, Guillermo A. Cochez, Oscar

C. Townshend, Dr. Rodolfo V. Young.

and Raul Cochez. Through six administrations, ex-Lion Ricardo Arturo Melendez was chairman of the Chapala

committee.

Set Aside

When the Lions chose the Chapala

land for the school project after an

inspection of several other possible lo- cations, the site already had been set aside by the National Government foi a reform-type school. But onlv one bar- racks-type building had been erected and less than a score of bovs were

lodged there, assigned to rudimentan

farming activities. There was no rehabilitation program as such. Now nine large buildings are clus- tered in the Chapala complex. Two are (See p. 20)

Three of the seven members of the board that runs the Chapala Vocational School are shown with two of the Capuchine priests assigned

to the institution. Lett to right: Juan Aguirre R., treasurer, representing the Panama Lions Club; Rev. Jose Ainsa; Ramon I. Ramirez repre- senting the Panama 20-30 Club; Rev. Benedicto Quiroga, principal at Chapala, and Tomas G. Duque V., secretary, representing the Pan- ama Rotary Club. Not in picture are Stanley Fidanque of the Panama Lions Club, who is vice president of the board, and the representatives of the Ministries of Education, Government and Justice, and Public Health. The board is presided over by the Minister of Education.

The Panama Canal Review 19
Belarvino Reyes, center, cabinet-making instructor at the Chapala Vocational School, shows two young inmates how to cut a board using an electric circular saw.

Chapala vs. Delinquency

(Continued from p. 19)

dormitories, another is the administration center, a third houses workshops.

There is a separate building for dining rooms, kitchen and laundry. Buildings

for the students under observation and

for those who have difficulty in adapting

to the school's disciplinary system, a chapel and a gymnasium-swimming pool

complete the installations at Chapala.

Fund Raising

How did the Lions Club raise the funds for the Chapala project? Four

mammoth raffles, each offering a multistory apartment building as the main

prize, provided the bulk of the monev

raised by the Club. The last raffle was held in December 1969. There was

also an unexpected windfall of $125,000

from an estate bequeathed for distri- bution by the National Government,

which itself provided nearly half a million dollars.

Built to accommodate 300 bovs, Chapala had 128 pupils by the end of last year—most of them from broken homes.

Their usual crime is larceny or robbery

Some of them go to Chapala with a background of drug addiction. Enroll- ment is expected to reach 240 this year. Admission to Chapala is by order of the Juvenile Court only. No bov is

sentenced in the strict sense of the word, as no term is fixed for his stay

in Chapala. He is released when he has given evidence of readjustment to so- ciety—learning a gainful skill in the

process. This takes, on the average, 2 or 3 years.

Capuchines

The school is run bv 10 priests of the Order of Tertiary Capuchines, which

specializes in the rehabilitation of de- linquent youth. The Capuchines run

similar institutions in Spain, Germany,

Italy, Colombia, Venezuela, Argentina,

and the Dominican Republic.

The Rev. Benedicto Quiroga, who

spent 13 years in Colombia, is the principal of the Chapala School. Every boy committed to Chapala is assigned to either an adolescent or a vouth group—a division that is carried through the entire process of re-educa- tion-and housed first in the Observation Section. Here he spends 3 months,

undergoing psychological and other tests which determine how he is to be handled and what his aptitudes are. If the boy shows signs of rebellion in his new

environment, he is placed in isolation for individual treatment until he be- comes adjusted. The Isolation Section

has a capacity of 20 inmates.

Section of Hope

After the initial period of observation, the boy is assigned to the Section of Hope where the process of reform ac- tually starts. For the next 3 months

he is graded on work, learning, behavior, and culture. If he obtains pass- ing grades, he is advanced to the Section of Perseverance. Now he is on his own, to a certain degree. He is accorded

certain privileges, depending on his rec- ord. He may smoke, he mav chat in the dining room, and he is on pass 1 day

a month. But, as Father Quiroga stresses, these privileges are offered as incentives and can be retained onlv on the

basis of a good record. The last stage in the reform process—

yet to be reached at Chapala-is the Section of Confidence, which is marked

by a system of complete freedom for the young inmate on the school grounds

in preparation for his return to society

The re-educated inmate leaves Chapala upon an order of the Juvenile Court issued on the recommendation of the supervising priests.

Shop Training

Throughout his stay in Chapala,

every boy receives shop training from

7:30 a.m. to 10:45 a.m. and attends classroom instruction from 1 p.m. to 5 p.m. Monday through Saturday. Every

waking hour of the day—whether he

realizes it or not—he is under the watchful eyes of one of the priests (who generally wear sport clothes). Each group

Shopwork is stressed in the re-education program at the Chapala Vocational School.

20 February 1970
The chapel at Chapala helps fill the spiritual needs of the boys. It is also a place where the youths can meditate and reflect.

of adolescents or youths in every section

is assigned to a priest. Trained instructors impart practical training in the shops. At night, three watchmen are on duty in the dormitories. The school provides food and clothing for the bo\ s Familv visits are permitted once a month.

There is no fence around the Chapala grounds and escape attempts are frequent, especially among the newcomers. As manv as nine boys have

run awav at one time. But Father Quiroga savs this poses no problem—eventually every escapee must get on the main highway and is usually recaptured

within 24 hours

Protestants No attempt is made to impose religion on the young inmates. As Father Quiroga points out, the present student population includes several boys of Protestant faiths But the attendance to

Sundav Mass is surprisingly large, he

reports. The Chapala shops are expected to be

fully equipped by the end of March.

Geared to job needs in Panama and to accelerated training, the crafts taught

or to be taught at the school are machine shop, locksmithing, welding, spray

painting, automobile repairing, electronics, printing, and cabinet making. If and

when land becomes available, farming

and poultry raising also will be taught.

When the shops are in full operation, orders from outside for jobs such as furniture making and machinery repair

will be accepted. One third of the money will go to the school fund, one

third will be set aside for shop improve- ments and one third will be paid to the students doing the work. The idea is to teach the bovs to become self-sufficient. Chapala is operating now with a $240,000 annual subsidy from the National Government The overall management of the school is under a board

composed of one representative each

from the Ministries of Education, Government and Justice, and Public Health,

the Panama Rotary Club, the Panama

20-30 Club, and the Panama Lions Club. The board meets every Monday with

Father Quiroga and his assistants.

Return To Society

By the time it is in full operation, the Vocational School at Chapala will be returning to Panamanian society re- educated youths at the rate of 100 a vear—young men who have been led away from the path of crime and given

a chance to become useful citizens. Thus, it will be fulfilling the pledge

made when the cornerstone for the project was laid: "The Lions Club of Pan- ama, with the full support of the National Government and the community,

is building this school which will rehabilitate young men to serve and enhance

the nation."

The Panama Canal Review 21
3%

Ships named Maru follow

ancient Japanese tradition

HUNDREDS OF Japanese ships, from

Aizu Maru and Bridgcstonc Maru to Zao Maru and Zuiijo Maru, ply the

world's oceans, proudly bearing the word "maru" on their bows and stems. When asked why "maru" is used on

Japanese merchantmen, men in the sniping industry will proffer manv explanations. "It means ship in Japanese." "It's a sacred word that has always been

part of the name of Japanese ships."

"They put it on for good luck; the word

doesn't really mean anything itself." "It refers to castles because ancient Japa- nese ships used to resemble fortresses." Japanese shipbuilders and shipowners concur in saying: "Using 'maru' in the name of a Japanese ship is an ancient

tradition. How the tradition arose is shrouded in the past." So, the only certainty is the diversit\ of opinion existing about what the word

"maru" means and where it originated.

It is likely that in some measure all these opinions, as well as manv others, are correct. A Circle

Literally, the modern Japanese character "maru" A, means small ball, sphere, or circle. Taking the last meaning, it is suggested that traditionally "maru" is attached to ship names be- cause the ship embarks on a voyage to distant ports and returns, her trade route forming a circle. Following this line of reasoning, use of a word meaning "circle" in a ship's name will bring

good luck to the ship, since it implies

that the ship must return to her home

port to complete the circle and justif) her name. A related explanation, focusing on "maru" meaning "circle," points out that

a container or article in a circular or spheroid is sacred in oriental religions.

symbolizing the unity of heaven and

earth. And since feudal ship hulls were

roughlv spheroid, ships were associated with this concept, leading to the use

of "maru" in ship names. But citing religious philosophv as an

explanation for the word's origin also

raises a three-part supposition linked

to the fact that in Japan ships are

referred to in the male gender rather than the feminine, as is the practice in Western countries. Thus, the Japanese

describe ships in terms of masculine

characteristics.

Perfection The three-part supposition states that

in the past, it was customary to call a boy "—Maru" or "—Maro" for three reasons. First, "maru" was easy to pro- nounce, the sound was smooth and sug- gested a feeling of warmth. Secondly, "maru" means a smooth form without

corners or edges, suggesting a sense of beauty and simplicity. Thirdlv, "maru"

has another meaning, perfection, and

applied to a boy was meant to serve as inspiration and encouragement to help

him develop and live an exemplary life as a man facing temptation and vicis- situdes. These three connotations are thought to be applicable to a ship when

"maru" is included in its name; it is pleasant to hear, it implies warmth, and

the strength needed to survive the rigors of ocean voyages. Another hypothesis with a religious overtone is that "maru" was first used

in China. According to legend, during

the reign of Emperor Ko (3,000 B.CJ

a man named Hakudo Maru descended

from heaven and taught men to build

ships. It then became common practice

to include his name in the name of ships. Though "maru" has the same

literal meaning in Chinese as Japanese.

the Chinese do not use the word in any way associated with ships. In addition,

Japanese historical records show that when Emperor Ojin (370 A.D.) ordered

a ship built it was named Karinu.

In 760 A.D. Emperor Junjin named

two vessels for transporting government

emissaries between China and Japan,

llarima and Hai/atori. So it seems that the introduction of the word came later

in Japanese history.

Feudal Practice Another explanation centers on the feudal practice that forbade Japanese

merchants to use surnames. It therefore became customary to call men by the names of their shops for identification. "Maru was alternatively a name

applied to a shop or familv; for ex- ample, a shop might be "Fushimi-ya"

or "Fushimi Mam" and the owner similarly identified. This name would also be applied to a ship owned by the same

family. Later, the name of the family,

shop or business was not necessarily

used but the term "maru" remained as the second part of a vessel's name. The

first part of the ship's name continued

to follow the practice of being called

after a person, place or thing.

Another theory is that "maru" derives from an earlier word "maro," thought

to be a personal pronoun for "I," which

changed usage. Eventually "maro" was

placed after a personal name. As an

example, emperors used it in their names

as "Kakinomotonohito Maro" (about

690 A.D. ) and "Sakanoueno Tamura

Maro" (about 800 A.D.). Later this custom was extended to the names of pets or prized objects but using the word "maru" as a dog, "Kisaki Maru,"

and a sword, "Hiza Maru." However,

a person retained the form "maro" in his name. Gradually "maru" became

22 February 1970
popular in the names of ships. As fleets grew in number, use of "maru" became

habitual, as noted in the names of ships

built during the Toyotomi Era (1582-

1615 A.D.) and Tokugawa Era (1616-

1867 A.D.). Examples were Nippon

Maru and Ataka Maru. This practice

continued to modern times.

The Nippon

A corollary to this explanation is the idea that "maru" came into popular usage because it functioned as a definite article, in the sense that Nippon

Maru is the Nippon.

As a kind of 16th-century dread- nought, the Nippon Maru may have

been a turning point in the popular use

of the word. This ship was 100 x 31 x 10

feet, and powered by sail and 100 oars manned by a crew of 180. She was fitted with three or more cannons and many

scatter-shot guns and her principal hull

parts were covered by iron plates. Nippon Maru was the flagship of the fleet, made up of 700 warships and several thousand supply ships, which unsuccessfully attacked Chosen (now Korea). It

is suggested that since this ship was a marvel of her time successive ship initially were named "maru" out of respect to

her, and that gradually the word be- came traditional.

However, a more popular theory centers on 16th-century ships, including the Nippon Maru, which looked like fortified castles, and the actual character A, which in old Japanese means

castle, or more precisely, inner fortress of the casde. So, the theory suggests,

"maru," meaning "castle," was applied

to ships that resembled castles. Though

ships gradually lost that resemblance, "maru" became traditional in ship names

from the late 16th century to the present. Ironically, "maru" is not used for modern warships.

These explanations, from Japanese

and Western scholars and shipping men,

represent only some of the prevalent

suggestions of the meaning and origin

of "maru." It almost seems that for each

person asked, there is a different ex- planation. And it seems unlikely that the one correct meaning—if indeed there

is one—will be found soon.

This article is a reprint from the American Bureau of Shipping magazine Surveyor which gave permission

to use the story.

DAIGOH MARU

The "Daigoh Maru," a gigantic bulk carrier squeezes through Pedro Miguel Locks, March 5, 1969, on her first voyage from Japan to the United States. The ship is owned

by Mitsui O.S.K., and Boyd Brothers are the agents. iL

i

The "Amanogawa Maru," with a poop deck reminiscent of stems of Japanese ships of

feudal times, squeezes through Miraflores Locks. Much larger than her predecessors of

the Middle Ages, the bulk carrier is a regular Panama Canal customer as she carries coal from the Atlantic coast of the United States to Japan. Owners are Kawasake Kisen Kaisha

of Japan. The Royal Netherlands Steamship Co. represents the ship at the Panama Canal.

The Panama Canal Review 23
SHIPPING

New Container Ships

SOME OF the longest ships to use the Panama Canal are included in an order

for new container ships made recenth

by the East Asiatic Co., Inc. in a $73.2

million shipbuilding program.

According to a recent issue of Shipping Digest, the company management

located in Copenhagen has announced

that the two larger ships will be built by

Burmeister and Wain, world known

Danish shipbuilders in Copenhagen, and

will operate on the company's Far East

to Europe route. Specifications for the new Far East ships are 900 feet in length

and 106 feet beam at 29,6 JO deadweight

tons. Capacity will be 1,700 containers

of 20 by 8 by 8 feet. Two other ships that will call on the west coast of the United States and

Canada will be built bv Nakskov shipyard in Denmark and will operate in conjunction with three existing ships

that were partialis' converted for containerized cargo in 1C38. These ships

will be rated at 15,750 tons deadw< ;ghi

with a length of 654 feet and an 84-foot beam. They will have a cargo capacity

for 820 standard 20-foot containers.

Delivery for all the ships is scheduled

for the second-half of 1971 and the first- half of 1972. C. B. Fenton & Co. are agents for the line at the Panama Canal.

Engines for Formosa

TWENTY-EIGHT diesel electric rail- road engines went through the Canal re- cently as deck cargo aboard the SS Union

Friendship. Thev were making the long

journev from Chicago, through the St. Lawrence Seawav, down the east coast

of the United States, through the Pan- ama Canal and across the Pacific to

PANAMA CANAL TRAFFIC

STATISTICS FOR FIRST 6 MONTHS

OF FISCAL YEAR 1970 TRANSITS (Oceangoing Vessels) 1970 1969 Commercial 6,760 6,706

U.S. Government 635 709

Free 54 33

Total . 7,449 7,448

TOLLS ° Commercial $47,037,608 $44,262,477

U.S. Government 3,595,286 4,471,273

Total $50,632,894 $48,733,750

CARGO 00

Commercial 55,739,168 51,083,072

U.S. Government 2,359,144 4,167,389 Free 81,538 57,360

Total 58,179,850 55,307,821

Includes tolls on all vessels, oceangoing and

small. 00 Cargo figures are in long tons.

1,200

1,100

1,000

900

F

800

700

600

500

^
CANAL HISTORY

50 Years Ago

CANAL RECORDS were broken right

and left in 1919 when the Panama Canal was only 5 years old and beginning to revert to peacetime status after World

War I. More ships passed through the Canal during December 1919 than in anv preceding month and new records were established for net tonnage, tolls, and cargo. A total of 281 oceangoing

ships, of which 261 were commercial,

earning 931,203 tons of cargo, made the

transit during the month. This surpassed

the previous commercial record of Mav

1918 when there were 200 ships earning 775,357 tons of cargo.

o o o The SS Orca of the Pacific Steam

Navigation Companv, passing from the

Pacific to Atlantic on December 18, carried the largest amount of cargo

taken through the Canal on any one

vessel since the Canal opened in 1914.

It amounted to 15,735 long tons and

consisted of general cargo from Chile

and Peru for Liverpool.

o o e The first oceangoing vessels to pass through the Canal under the German

flag were the tugs Einigkeit and Schelde

which went from the Atlantic to the

Pacific on January 2 on their way from

Hamburg to Valparaiso. Thev were on

their way to tow disabled ex-German

vessels from Valparaiso to Liverpool foi overhaul.

O O The French cruiser Jeanne dArc, an

active participant in naval operations

during World War I, arrived at Cristo- bal January 26 and spent several days

in port on an official visit. 25 Years Ago

THE EFFECTS of World War II, then

in its final stages in Europe, were felt in the Canal Zone 25 years ago with war- work continuing through the holiday

season. The Governor of the Canal Zone

said that Christmas would be celebrated

as a holidav but that work of high urgency would go forward on Christ- mas Dav. Mondav, Januarv 1, however was a regular workday in accordance

with instructions from the President of the United States.

o o o A warning was issued in the Canal

Zone that car owners with Canal Zone

privileges who permit their tires to be worn down to the tread, thus making

them unfit for recapping, would not be

eligible to receive tire replacements.

o o o The names of 37 Panama Canal employees, all in the 26- to 37-year age

group, were received bv the Selective Service office at Balboa Heights in January 1945 as having been classified 1-A. This was the largest single group

of Canal emplovees to be reclassified and the first in this age group to be

reclassified after deferment as a result of the decision of the War Manpower

Commission and Selective Service Svs- tem to call into service men under 38

years of age.

10 Years Ago

HEAVY DECEMBER rains disrupted

all traffic on the Boyd-Roosevelt High- wav 10 vears ago and a slide derailed

a Panama Railroad train. Until repairs were made to the railroad bed and the highway, mail, supplies and personnel were shuttled back and forth between

Gamboa and Gatun by Dredging Divi- sion launches. Rainfall was so heavy

that all of the 14 gates at Gatun Spill- way were opened for the first time in 16 vears.

In January 1960, the new S1V2 million Cristobal Junior-Senior High School at Coco Solo was formally dedicated b\ Gov. W. E. Potter, Dr. James Ray

Graham, Director of Special Education

in Illinois, Canal Zone school officials and several hundred Atlantic side resi- dents. The school, a former U.S. Navybarracks, was remodeled into a first-class modern school plant to replace the Cris- tobal High School, located in Colon on

propertv which had been formally re- turned to the Republic of Panama a yeai

before.

One Year Ago

THERE WAS a surge of traffic through

the Canal 1 year ago as ships departed

from New York and other east coast and gulf ports to escape a tie-up by

the longshoreman's strike. Despite the heavy traffic, both lanes at Gatun were

closed to traffic from 10 p.m. to 6 a.m.

daily during the last 2 weeks in Jan- uary to permit installation of curtain wall panels on the north approach wall. Draft limitations started in mid-January

1969 when the draft allowance of 40

feet given large vessels during the rainy

season, was cut bv 6 inches.

Carnival, 1920 Style

This was J Street at Central Ave. in downtown Panama City a half-century ago this month

during the Carnival festivities of 1920. Thousands lined the streets to watch the parade.

The Panama Canal Review 25
Culinary

Capers

"Those were the days—

By Fannie P. Hernandez

REMINISCING ON the little things

in life during the early construction

days, Canal builders who are still with

us recall a familiar picture of men going

to work earning round yellow food

tins. The food, which plaved an important role in building the Canal was

"Grapenuts,'* the only cereal which,

because of its baking process and packaging, withstood the effects of the tropics. The Canal workers frequently ate the food dry and enjoyed its sweet crunchy flavor. Closely related to what seemed in- surmountable obstacles in constructing

the Panama Canal was the problem of food. If men could not be fed, there would be no Canal. No food was ever accumulated on the Isthmus, and in the summer of 1905, this disastrous

situation was made even more serious by the almost total failure of crops for 2 preceding years. Farm laborers had

abandoned the fields for work on the

Canal and a quarantine was in effect at the Port of Panama on the Pacific side because of bubonic plague, temporarih

preventing the delivery of food from

neighboring countries.

Feeding Was A Problem

The United States was faced with

the problem of feeding 12,000 men

and their families. To do this, stores were opened at everv labor camp,

mess-houses were built, and food was

furnished to all employees at cost. Living conditions for the Canal

builders had improved considerably by

1909. New quarters had been constructed and the area had been freed of

pestilential tropical diseases. The Pan- ama Railroad had built a cold storage

plant, bakery, laundrv, and wholesale

warehouse at Cristobal. Refrigeration

facilities were provided on the Panama

Railroad ships and from three to seven

carloads of meat were shipped weekly

from the United States to the Canal

Zone. The cars were loaded with beef

hindquarters, hickory-cured hams and

bacon prepared from the finest young

porkers, sausage, barreled pork, and

lard. Large quantities of canned meat,

beef extract, and barreled beef also were shipped to the Canal. Eggs, fowl,

and butter arrived regularly; between

25,000 to 30,000 cases of eggs were

shipped annuallv. Barrels of flour, coffee, tea, cocoa, and spices arrived in great quantities.

Inadequate Facilities

In the beginning of the construction

era, facilities for fresh milk were in- adequate and large quantities of dry

milk were consumed.

Fruit was an important item in the

diet of the Canal workers and enormous

quantities of both fresh and canned fruit were consumed during the construction. A New Orleans firm supplied fruit and

26 February 1970
market produce. Refrigerated cars had

been put into service by the Panama

Railroad and supplies were distrib- uted earlv each morning at Gatun, Gorgona, Empire, Culebra, Pedro Miguel,

Ancon, and Balboa. The factory at Cris- tobal was making 100 tons of ice dailv and the bakery was supplying 20,000

loaves of bread which were sold at cost.

Until the North Americans flocked to the Panama Canal, butter was little known in Central America and the Isth- mus, and odd as it mav seem, nearly all the butter which was consumed on the west coast of Mexico and Central America came from Europe. According to records, the first shipment of U.S. butter to Panama was at the beginning of 1909. Large amounts of syrup also were consumed in the Canal Zone during the construction days.

Wholesale Food Prices The housewife bought groceries at the commissary store at wholesale

prices. Fresh meat included lamb chops

at 29 cents a pound, veal shoulder for roasting for 15 cents, beef sirloin steak

for 22 cents, and tenderloin was 27 cents a pound. A large roasting chicken cost about $1.50, and potatoes were 3 cents

a pound; onions, 3 cents, and tomatoes,

7 cents. Although prices were reason- able enough, a common complaint of the construction dav hostess was "what

is the fun of giving a dinner part}' if

all the guests know exactlv what the menu will be and how much it cost." The U.S. Government provided free housing, furniture, electricitv, water,

cooking wood, coal, and ice. Housekeeping was comparatively easv. Most

households had a cook or at least part- time help to cope with the wood

stove and woodbox in the 8 by 10-foot kitchen of the familv quarters along the

line.

Although cooking did not run a wide gastronomical gamut, the rugged

spirited men and women who built the Canal ate wholesome meals. And not

all was dull and tasteless, according to a cookbook of hints and favorite recipes

compiled by members of the Home

Department of the Canal Zone Federation of Women's Clubs residing on the Isthmus during the vears 1909-10. The

Home Department also covered such

subjects as the making of tea and coffee, the evaluation of the kitchen, the studs' of food values and the esthetic side of

homemaking. The wives of the Canal

builders took an active part in the department, generouslv sharing their recipes, some thev had brought with

them and others of native foods they had

learned to utilize.

Trifling Things

The cookbook includes a section on

"Trifling Things Worth Knowing" and

informs the Isthmian housewife that "a soda bath will relieve tired feet," and

"to keep lemons, cover with water, changing it even week," and " a dish of water in a hot oven will prevent food

from burning."

A recipe for Christmas Pudding

signed Anonymous goes like this, "Take

five pounds of loving kindness, add one pound leaven of common sense, two

pounds fruit of experience, one pound

of spice of cheerfulness, one dozen good

actions, two pounds sweet amiability, one pound finely minced individuality, essence of prudence, patience, and hospitality, according to requirements and some moderation seasoned with the

spirit of merriment."

(For other Construction Day recipes, turn the page.)

-Sketches by Irene Gerdes.

The Panama Canal Review 27
Consttructton Bap Eectpesi

Here are a few of the recipes bv construction da\' housewives exactlv as thev appear in the Canal Zone Federation of Women's Clubs Cookbook of 1909-10:

Butter Bread

A recipe for Butter Bread which Mrs. William C. Gorgas, wife of the sur- geon general, refers to as a "good old Southern recipe:" Two cups of fine hominv or grits. While hot, mix with a large tablespoon of butter, next add a pint of milk, gradually stirred in, then

4 eggs beaten lightly, and last a Vz pint of cornmeal; the batter should be the

consistency of rich boiled custard; if

it thickens, add more milk. Bake in a deep dish, cover with a tin plate which

is taken off in time to allow bread to brown on top. Use as much baking

powder as for a pint of flour. Brown Bread

Mrs. J. H. Higgins' recipe for Brown

Bread calls for 2 cups of cornmeal

(yellow is preferable), 2 cups of white

flour, Vz teaspoon salt, Wz cups molasses,

1 teaspoon vinegar, Wz teaspoons soda, dissolved in warm water, adding enough

hot water to make the batter drip from

the spoon. Steam 3 hours in baking

powder tins or lard pail. Place in moderate oven 20 minutes before removing

from oven. (Mrs. Higgins' husband was

a craneman.)

Cocoanut Muffins

Cocoanut Muffins by Mrs. J. E. Westerly: 4 teacups flour, 3 teaspoons baking

powder, Vz cup sugar, a teaspoon salt, a tablespoon melted butter, a medium

sized grated cocoanut, enough milk to make a soft dough. Mix flour, baking

powder, sugar, salt, cocoanut, then milk

and butter. Bake in well greased muffin

tins about 5 minutes. This will make

3 dozen.

Chayote

Here is a recipe for Chayote Pie by

Mrs. William L. Sibert, whose husband was in charge of all the lock and dam

construction on the Canal: Pare and boil your chavotes until soft enough to be pressed through vegetable press

or strainer. To 1 cup of chayote pulp

take 2 eggs, 1 cup milk, Vz cup sugar,

1 tablespoon melted butter, and cin- namon and ginger to make it taste like pumpkin pie, about % teaspoon cin- namon and twice as much ginger. When

baked in a cover crust rather slowly it can scarcely be told from pumpkin pie.

Apparently Mrs. Sibert enjoyed ex- perimenting with the local produce as her recipe for Chayote a la Eggplant also

is found in the cookbook: Peel chavotes,

slice them lengthwise in thin slices, lav them in cold salt water for at least

Vz hour, then dip each slice in rolled bread crumbs, then in beaten egg, and

again in bread crumbs. Let them stand an hour or so to stiffen, then drop in

hot deep fat and fry to a golden brown.

(Even better than fried eggplant, noted

Mrs. Sibert.)

Mrs. Chester Harding, wife of Major

Chester Harding, the distinguished en- gineer who plaved an important role in the Atlantic Division construction work was a generous contributor of dessert

recipes. Here are a few of them:

Strawberry Parfait Strawberry Parfait: Stir a cupful of strawberry jam over the fire until hot,

then add gradually to the stiffly beaten

whites of 2 eggs. Beat until cool, then add a tablespoonful of lemon juice, a few drops of vanilla, and stand aside

until quite cool, then fold in two cupfuls

of thick cream, beaten until stiff and

dry. Put into a mold, pack in ice and

salt and allow to remain for 3 or 4 hours;

turn out and garnish with whipped

cream and strawberry jam.

Chocolate Pie Her Cliocolate Pie calls for 1 coffee- cupful of milk, ',2 cup of sugar, 2 table- spoonsful of grated chocolate, 3 eggs, % teaspoonful of salt, vanilla to flavor. Beat yolks of eggs until light and add to them 2 tablespoons of milk. Heat the chocolate and rest of milk together, put

in salt and sugar and when scalding hot add the yolks of the eggs. Let the mixture cook for 2 minutes, remove from

the fire and when cooled add the

flavoring. Line a pie plate with crust, turn in the filling and bake 20 minutes

in a quick oven. Beat the whites of the eggs very light, sweeten with a teaspoon

of sugar and spread them over the pie, then brown the eggs slightly and serve

cold.

Sponge Cake

Hot Water Sponge Cake: Whites of 3 eggs beaten stiff, and 1 cupful of sugar, yolks of 3 eggs beaten light and

thick, add 1 teaspoonful lemon juice,

and Vi cup hot water gradually, and

continue beating; pour gradually into the whites and sugar, then gently fold

in a cupful of flour. Bake in an oblong

loaf in a moderate oven.

Orange Sauce Here is Mrs. Harding's recipe for Orange Sauce: Juice and grated rind of

1 orange, Vz lemon, Vz teaspoonful oi cloves or cinnamon extract, 1 teaspoonful cornstarch, 1 cupful water; bring

slowly to a boiling point, strain and

serve.

Kisses Also among the dessert recipes is this one for Kisses by Mrs. H. J. Slifer whose

husband was the general manager of the Panama Railroad: Whites of 4 eggs,

IY4 cups powdered sugar, 1 teaspoon

vanilla. Whip eggs and gradually add

sugar; add vanilla last. Dip out and

place on glazed paper. Bake in very low oven 30 minutes or a little over.

28 February 1970
ANNIVERSARIES^

(On the basis of total Federal Service)

U

MARINE BUREAU

Laurence D. Duncan

Oiler Omer N. Laval

Shipwright (Maintenance) TRANSPORTATION AND TERMINALS

BUREAU

Samuel B. Lashley Guard SUPPLY AND COMMUNITY SERVICE BUREAU

Augustus A. Nelson Food Service Worker

C. Leroy Cockburn

Assistant Milk Products Plant Manager

Cuthbert C. Rowe

Retail Complex Manager

George Thorbourne

Guest House Supervisor Joshua O. Sayles Truck Driver Norman A. Blades Lead Foreman Grounds) ENGINEERING AND CONSTRUCTION

BTBEAt

Clyde A. Sealey Clerk (Typing) Samuel H. Blenman

Meteorological Technician (General) William Downs

Laborer (Cleaner) Clarence A. Hope

Pipe Coverer and Insulator Daniel E. Nicholas

Oiler (Floating Plant) Alfred C. Williams

Clerk Vernon L. Dalhoff Supervisory Electrical Engineering Technician HEALTH BUREAU

Winifred W. Gray

Nursing Assistant

OFFICE OF THE GOVERNOR-PRESIDENT

William S. Wigg

Administrative Services Officer OFFICE OF THE COMPTROLLER

McDonald Brathwaite Accounts Maintenance Clerk George H. Moore

Payroll Clerk Elmer J. Kruska

Payroll Clerk

Stuart Wallace Budget Analvst Richard W, Cov

Operating Accountant

William B. Lloyd

Supervisory Budget Analyst Woodrow G. Torbert

Staff Accountant MAGISTRATE'S COURT

Rathburn A. Springer Clerk Typist ADMINISTRATIVE SERVICES DIVISION

C. \. Brathwaite Messenger (Motor Vehicle Operator) Leonard A. Johns

Photographer, Laboratory

Jerry W. Detamore

Printing Specialist Victor L. William* Messenger

Wilfred A. Pond

Mail Clerk MARINE BUREAU

Victor Johnson

Helper (General)

Alfred W. Lilly Guard

Earl W. Worrell

Clerk

Gilberto Escobar

Clerk-Typist Vincent C. Lashley Time and Leave Clerk

Garfield Mayers Guard

Glenn D. Redmond

Lead Foreman, Welder Raymond W. Hooker

Maintenancenian (Boats) William H. Keller, Jr. General Foreman. Lock Operations Leon R. Thompson

Seaman

Rafael V. Alleyne D. Seaman

Arnold Jones Motor Launch Operator Zephaniah C. Rowe

Leader Seaman

Jos£ A. Cristobal

Oiler (Floating Plant) Jay A. Elliott Oiler (Floating Plants Nevel O. Burnett Leader, Line Handler (Deckhand Boatswain)

Felix A. Julienne Stockman

George L. Brown

Preservation Mechanir

Martin Griffith Preservation Mechanic

Rupert A. Sobers Line Handler (Deckhand)

Ernest Verley Line Handler (Deckhand)

Cyril Williams

Line Handler (Deckhand)

Eric A. Francis Line Handler (Deckhand^ Ewart E. Marson

Line Handler (Deckhand)

Joseph T. McDonald

Oiler (Floating Plant) Albert A. Stewart Seaman

Alfred Palmer Seaman

Claude A. Smith Motor Launch Operator Winston L. Piggott Motor Launch Operator

Beresford A. Boyce

Automotive Crane Operator

Aurelio Ycaza Crane Hookman

Alfred C. Goodridge

Towing Locomotive Operator (Locks)

Bolivar Gordon

Helper Lock Operator Edwin Baptiste

Boiler Tender

Frank F. Chase

Painter Eduardo Murioz

Painter Drain A. Spaing

Painter George R. Williams Toolroom Mechanic (Maintenance) Adolphus J. Cole

Machinist (Marine— Maintenance) Mary L. Peterson Occupational Health Nurse Henry M. Leon

Accounts Maintenance Clerk Juan Gonzalez M.

Clerk Edward B. Callomn

Clerk

Stanley C. Francis Truck Driver

Olrick O. Alleyne Seaman

Fitz G. Perrott Oiler (Floating Plant)

Stanley W. Gunn

Sailmaker Horace Am Elvy

Oiler (Floating Plant) Arthur H. E. Curtis Line Handler (Deckhand)

Jobino Hurtado Seaman

Jose F. Robinson

Oiler Pedro Cauate

Painter Kufrence Hemmings

Helper Operating Engineer (Hoisting Equipment)

Victor Archibald

Teletypist Alfonso Rowland

Supervisory Supply Clerk Dathan Martin Toolroom Attendant

Fillmore Archibaldo Wharfbuilder (Maintenance) Juan Melgarejo, Jr. Maintenanceman (Rope and Wire Cable) Gladstone L. King

Line Handler (Deckhand)

Lloyd G. Lessey Line Handler (Deckhand) TRANSPORTATION AND TERMINALS

BUREAU

Henry D. Luscap

Helper (General) Canute S. Cockburn

Supervisory Cargo Clerk

Fitz Charles Messenger (Motor Vehicle Operator) Roger W. Adams

Motor Transportation Operations Officer C. S. D.inieis Motor Vehicle Dispatcher Eugene Pt Earle Train Bftecagfeman Fil7stephen B. Best Stevedore

Cornelio Raven

Lead Foreman Carpenter

Evi"l> n E. Collins Water Serviceman

Fitzherbert Heath

Lender Water Serviceman Aaron N. Spalding Truck Driver Lorenzo DeGracia Truck Driver Pablo Carrillo Truck Driver 'Heavy Trailer) Ralph F. Rowland

Automotive Mechanic (Maintenance) Joaquin Rivera R. Truck Driver Dennis E. Clarke

Liquid Fuels Wharfman

Andreas Nicolaisen Liquid Fuels Dispatcher Worden E. French

General Foreman, Fuel Operations Edwin Cobham

Carpenter (Maintenance) Pablo Reyes A.

Painter Samuel Grant

Helper Machinist

Cyril J. Myers

Messeneer i Motor Vehicle Operator) Hugh P. M. Sealey Clerk Kenneth L. Reid

Supervisory Cargo Checker

William W. Campbell

Cargo Checker

Yeska E. Eastman

Automotive Crane Operator

Clifford E. Ros< Guard

Ashby Graham

Chauffeur (See p. 30)

The Panama Canal Review 29
Anniversaries

(Continued from p. 29)

Percival A. Appleton Truck Driver Daniel E. Gerald

Materials Handling Equipment Repairman

Sidney Crawford

Centrifuge Operator Damaso Riquelme

Railroad Trackman (Main Line)

Albert D. Lord Motor Vehicle Dispatcher William R. Huff Cargo Checking Officer Herbert W. Rose

Yard Locomotive Engineer Avon R. Farmim

Helper (General)

SUPPLY AND COMMUNITY SERVICE BUREAU

Alfred A. Shoy

Clerk Nephi O. Harding

Telephone Operator Arthur L. Betty Accounts Maintenance Clerk John H. Stevens Procurement Officer Clifford C. Reid Supply Clerk Kenneth O. Blackman

Supply Clerk Ernesto L. Fields Supply Clerk Rostrom A. Alleyne Supply Clerk

Alberto E. Caballero Tree Trimmer

Walter E. Clarke Lead Foreman (Grounds) Nehemiah Moodie

High Lift Truck Operator

Josephine Bravo Marker and Sorter Ena M. Elliott Countervvoman George W. Anderson Stockman

Sidney C. Thompson

Stockman

Nicanor Torres Scrap Materials Sorter George Chambers

Truck Driver

Gabriel Mendoza

Garbage Collector Stanley A. Griffith Lead Foreman Laborer (Cleaner) Jorge C. Evers Laborer (Heavy) Verona Grant

Sales Store Checker

Winston M. Haye

Supervisory Distribution Facilities Assistant Albertha L. Martin Supply Clerk

Allen T. Hamlin

Clerk Typist Conrad E. Frederick Leader Cook

Francis A. Cadogan

Utility Worker

Felipe Aguilar Carbage Collector Victor Salazar Gardener David A. Hector Laborer Sydney E. Jones Laborer (Cleaner) David H. Gayle

Laborer (Cleaner) Arthur B. Boyd

Leader Washman

Evadney O. Green Marker and Sorter

^

ENGINEERING AND CONSTRUCTION

BUREAU

Claudio Gil Seaman

Nashbert Holmes

Supervisory Clerk Ivan J. Stephens

Clerk-Typist

Carlos M. Badiola

Supervisory Civil Engineer Technician Elmer Kanz

Supervisory Hydrologist William A. Greenidge

Helper, Electronics Mechanic

Vicente Pinillo Helper Electrician A. F. Scantlebury Helper Electrician Edwin S. Aoplpwhite Cement Finisher Gilberto Budil Roofer

Alcibiades De Leon

Paver

Eustace A. Laurie

Leader, Batter.- Sen-ices Charles G. Brown

Painter

Gilberto Llerena

Painter (Sign) Arthur W. Trottman

Carpenter Leahunte R. Straker Carpenter Wallace Cameron

Carpenter George A. Morgan

Maintenanceman (Dock) Robert C. Herrington

Chief Foreman, Facilities and Equipment

(Maintenance and Operations)

Alt ides Alcazar

Oiler Eustorio Morales

Boiler Tender

Martin Hurta do Quarrym a^^\,^^

Everist A. William* Rock Crushing Plant Operator M. A. Wilkinson Truck Driver

Earl E. Mulh'ns

Master, Dipper Dredee

Julian E. Albert

Oiler (Floating Plant-Boom)

Jose D. Calame

Oiler (Floating Plant) Octavio E. Benitez

Oiler (Floating Plant) Atkinson Myles Leader Seaman

Percy Arthur Seaman Edward Shuffler Motor Launch Operator

Wilfred B. Maynard

Residual Fuel Treatment Plant Operator

Milton Horter, Jr. Chief, Power Plant (Diesel) Wilbur B. Fall General Foreman (Facilities and Equipment

Repair) Rupert V. Arthur Lead Foreman (Highway Maintenance)

Lionel E. Fardin

Carpenter Rupert A. Phillips Painter Thomas McGowan

Helper Welder

Gabino Morales A. Paver

Francisco Penalosa Asphalt or Cement Worker

Jacob Murillo Winchman

Irvin D. Armstrong Winchman

Abner E. Smart

Laborer (Heavy)

Cecil A. Gayle

Helper Cable Splicer Louis A. Browne

Maintenanceman (Distribution Systems)

John N. Prince

Electrician (Lineman) Eugenio D. C. Jones Helper Electrician

Julian F. Scott Helper Electrician Alfred A. Bonnick

Dispatcher (Floating Equipment) Levy M. Evelyn

Surveying Aid Marcos Reyna

Surveying Aid

Joseph M. Watson

Administrative Officer Frank A. Anderson, Jr. Inspector (Plumbing)

Filos H. Ward

Electrical Equipment Repairman

Vivian E. Wilson Toolroom Attendant

Jos* D. Ortiz Laborer (Heavy) Leonard A. Jackson Rock Crushing Plant Operator Harold M. Cummings

Paver Anel I, Ruiz

Carpenter

Jose N. Rodriguez

Painter Louis E. Sprauve

Clerk Arthur N. Rice Helper Electrician C. E. Haywood

Accounting Clerk Cleveland A. Jordan

Electrician (Lineman)

Isaiah C. Prosser Helper Cable Splicer Louis G. Small

Clerk-Tvpist Lloyd W. Wade

Surveying Aid

Clifford O. Samuels Leader Seaman

Donald G. Brewster Seaman

Gerald Wilson Guard

Clarence H. Fonseca Seaman

Gladstone C. Bellamy

Oiler (Floating Plant-Boom)

Kelvin S. Bamett

Clerk (Work Order)

Ethelbert Howell Stockman

Harland V. Howard, Jr. Supervisor, Generation and Transmission Plant (Power System)

P. M. Disharoon, Jr. Test Operator Foreman (Mechanical Power

System) Mario Calleja Supervisory Civil Engineer

Joseph M. Evelyn

Helper Machinist ( Maintenance) CIVIL AFFAIRS BUREAU

James E. Stearns Teacher (Sr. Hi. U.S. Schools) Alfred C. Bushell Contraband Control Officer Arthur Baptist Swimming Pool Operator

Joseph A. Forde Maintenanceman

Viola B. Duncan

Teacher (Jr. High-Latin American Schools) Rexford R. Inniss Clerk-Typist (Correctional) 4 John H. West

Recreation Assistant Alberta Tonge

Dressing Room Attendant John R. Bovell Guard (Correctional) Fred E. Perra

District Police Commander

Lealand A. Larrison Finance Branch Superintendent James L. Phillips Fire Protection Inspector (See p. 31)

30 February 1970
Anniversaries

(Continued from p. 30)

HEALTH RUHEAU

Viviana N. Martin

Supervisor}' Clerk—Dictating Machine

Transcriber) Raymond G. Rush

Supervisory Sanitation Inspector \orman Walker

Nursing Assistant

Lillith M. Blackwood

Medical Technician

Clifford Pierre Medical Aid (Ambulances)

Jose M. Santimateo Laborer (Heavy-Pest Control 1 Ivan S. Johnson Warehouseman

Allan A. Spencer Leader Sandblaster Henry Johnson

Medical Aid (Ambulances) Winston O. Thomas

Nursing Assistant (Operating Room)

Louise E. Griffon Secretary (Stenography) Guillermo L. Dixon

Admitting Clerk Aston C. Philpotts Admitting Clerk

Charles Heath

Nursing Assistant (Medicine and Surgery) Louise L. Knight

File Clerk

Alfredo Archibald Warehouseman

TAKING ADVANTAGE of balmy dry season weather, tourists play shuffleboard on the deck of the "Kungsholm" tied up at Balboa. The Swedish liner is one of many large ships

bringing thousands of tourists to the Isthmus during the winter cruise season.

LOADED TO CAPACITY with cargo containers, the Sea-Land container ship "Long

Beach" moves south through Gaillard Cut. It is one of several ships of this type

transiting regularly.

Shipping Trends

(Continued from p. 13)

ports of West Australia to load ore for the Atlantic basin provided the western

Atlantic ports are deep enough to accommodate these cargoes. New Ports Needed

Much of the success of this new trend

in world commerce will depend on the

construction, in the near future, of new

deep water ports. This, as much as the growth in the size of the carriers, will have an effect on Panama Canal traffic. For instance, the foresight of the Canadians in the construction of a new mammoth terminal complex at Roberts

Bank, a site south of Vancouver, has

given access to the large- new western Canadian mines which produce high

qualit) coal This could take some of the market from West Virginia.

This new port will be serviced with

vessels of 150,000 tons which will be

able to haul coal profitably to Japan, even with a ballast return voyage, at rates under S2 per long ton. When more steel mills are built on

the U.S. west coast, as they will be

soon, this same Canadian terminal could enable coking coal and limestone to be

transported to a U.S. west coast plant

The Panama Canal Review 31




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