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ON THE INSIDE

• Swiftstar Mystery • The Little Fellows • Why It's Wet

i/Special Report:

50th Anniversary

Stamp Issue

Vol. 14, No. 10

MAY 1964
Robert J. Fleming, Jr., Governor-President David S. Parker, Lieutenant Governor Frank A. Baldwin

Panama Canal Information Officer

fiUJgt^»t

Robert D. Kerr, Press Officer Publications Editors Richard D. Peacock and Julio E. Briceno

Editorial Assistants

Official Panama Canal Publication Eunice Richard, Tobi BnTEL, and

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

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

Distributed free of charge to all Panama Canal Employees.

cTtbout Our Cover

Site of the World's Fair and one of the greatest commercial centers

in history. New York is also a port of first importance. A story on

pages 12 and 13 shows in text and pictures the immensity and

vitality of this seaport complex. Looking past the Statue of Liberty,

this is a view of part of the waterfront and the New York skyline.

THIS MONTH The Review cover blossoms with color. Very

soon, these colors, or ones very close to these, will be an every- day sight on the postage stamps that Canal Zone residents

will be using during the 50th Anniversary celebration month

of August after the stamps go on sale August 15 at the Balboa

post office.

Postal Director Earl F. Unruh and his staff have designed

a special official souvenir stamp folder commemorating the 50th Anniversary. These will be available and specific instructions on how to get one are included in a story in this Review.

E.xtra Review copies will be printed and sent to philatelic

societies over the world. Including the regular printing of The Review, more than 35,000 copies of this issue will be

distributed, a record for this publication.

Another article in this issue outlines the history of the Postal Service in the Canal Zone from its beginnings in 1904. A third

article describes each stamp of the series, with information, on

^he scenes and sidelights on the subject matter. As part of the 50th Anniversary celebration. The Re\iew presents the stamp

issue and the part it will play in paying tribute to one of the

world's great achievements.

Index

Swiftstar Mvstery 3

The Little Fellows 4

Bottoms Up 5

Description of Stamps 6

How to Get Stamps 7

Historv of Postal Service 8

\\h\ and Where It's Wet 10

Port of New York 12

Canal Historv 14

Anni\crsaries 15

New Librarv Status 16

Promotions, Transfers 17

Shipping 18

Framed and Locked Up 19

May 1964
Mystery Ship:

The Swiftstar

OLD SHIPS never die, but they sometimes sail away and are never heard from again.

When they go through the Canal, however, even old ships look substantial. The tolls and port charges they pay are

substantial too. But when it comes to a ship that was reported missing some

40 years ago—it just sailed away. So did its records apparendy.

Such a ship was the Swift Star or Swiftstar which, according

to a recent New York press release, left Cristobal for the

Atlantic 40 years ago and was never heard from again.

Up to July 13, 1923, the Siciftstar, built in 1920, was quite

a substantial ship. It was a 464-foot tanker operated by C. B. Mallory & Co. on the intercoastal trade and made a transit through the Canal on an average of once every 6 weeks. Then

it disappeared.

Her sisters called Swipeagle, Swiftwind, Swiftscout were

still included in the old Panama Canal records. They carried

oil from the west coast to Fall River and Boston and came

back through the Canal in ballast. But after July 13, 1923 no

mention was made of Swiftstar. The story carried last February in the New York Standard

said the Swiftstar headed out into the Atlantic from Cristobal 40 years ago and was never heard from. It just vanished into limbo.

In doing so, the story said, it joined a host of missing ships, one of the most recent being the Marine Sulphur Queen. The

most mysterious was the case of the brig Mary Celeste which

sailed from New York in the fall of 1872 with a cargo of

alcohol. A month later, it was found floating in the Atlantic 400 miles west of Gibraltar. Her sails were set, her cargo unharmed. But there were no crewmen aboard. Their fate was never determined.

Perhaps the worst such disaster in modern history was in 1854. In March of that year, the liner City of Glasgow sailed out of Liverpool for Philadelphia. There were 450 passengers and crewmen aboard. No trace of the ship or those aboard has

ever turned up. The City of Boston set sail from New York in 1870 with

177 passengers and crewmen bound for Liverpool—a voyage

never traced.

In the next decade, 10 sailing ships and steamers vanished,

among them the British training ship, the Atlanta, with a crew

of 290 cadets, crewmen, and officers in 1880.

Forty-five years ago the U.S. Navy's Ci/clops with 309 men

aboard, left Barbados and was never heard from. In 1901 the American liner Condor with 104 aboard vanished after lea\ing

British Columbia for the United States. Ten years ago the French freighter Monique sailed from New Caledonia with

120 passengers and crewmen. It was never seen again.

In the early days there were no such things as radio or air search—which make the modem day ship disappearances more

rare but at the same time more puzzling. And barring a miracle, the mystery of the Marine Sulphur Queen, which vanished

between Gulf ports and the U.S. east coast with a crew of

43, will never be solved.

The Panama Canal Review 3
Taking on a small hitchhiker, this larger boat will pull it through the Canal in a tandem transit. SUDDEN VISITORS AND LITTLE BOATS

WHAT HAPPENS when a ship just

"pops up" and requests transit with- out sending a transit request in advance by 48 hours? And how about

the little fellows, the small boats?

The decision to let the ship transit depends on several things. If there is no ship transiting or about to transit,

the ship requesting permission to

transit is given the "ok." If there is no

break in Canal traffic, the "latecomer"

must sit tight until such time as it can be handled by a pilot and line handlers. Latecomers, which used to be frequent during the days of poor

communication, are a rare sight

today.

However, before any ship is allowed to begin transiting, the necessary

fees must be guaranteed. In 1934,

Pres. Franklin D. Roosevelt pro- claimed the toll rates for Panama

Canal traflBc as follows:

1. On merchant vessels, yachts,

army and navy transports, colliers (vessels transporting coal), hospital

ships, and supply ships, when carry- ing passengers or cargo, 900 per net

vessel ton.

2. On vessels in ballast with pas- sengers or cargo, 72 cents per net

vessel ton.

.3. On other floating craft, including warships, other than transports,

colliers, hospital ships, and supply

ships, 50 cents per ton of displace- ment.

Such is the procedure with large

craft. What about small boats, such

as rowboats and outboards?

Almost 5 percent of the total

transits during fiscal year 1963 were

small craft, 299 tons or less. These

small boats are handled in the same manner as larger vessels. They must

pay fees and must present a transit request within the prescribed period.

These small boats often transit with

a larger vessel because the money

received from the transit of a small

boat does not warrant the cost of a

transit by itself.

May 1964
-^.^"'\

The Tarpon, finished and ready for "Opei.ai j1; l.l ,ide up."

Easy does it, as the winches and workmen begin to right the launch.

After Bottoms

Up, They Flip

ONLY KENNETH BAILEY, the Industrial Division's expert boatbuilder, had

few qualms when work began a year ago on the construction of the wooden

mail and freight Navigation Division

work launch Tarpon.

Seeing that it was to be built upsidedown, there was some discussion of how

he expected to turn it right-side up when

the proper time came. As can be seen by the pictures, there was nothing to it. Just a matter of having

the right block and tackle at the right

moment in the right place. A flip of the

wrist and the new Tarpon turned over and settled down gently into a prepared

cradle. From now the work will be confined to fitting her out for the work she was designed to do. Another Navigation Division launch,

the Lark, was built next to the new

Tarpon, and is still in the construction

stage. This craft is being built in the conventional rnanni-r and will be used as a

pilot and passenger launch in Balboa. The two boats are being built b\' the Gamboa Launch Repair Facility which

is part of the Panama Canal Industrial Division. They are the handiwork of employees, most of them Panamanians, learning boatbuilding under the

direction of Bailey. In addition to boatbuilding, the employees in this unit repair and recondition most of the other small floating

equipment used by the Panama Canal.

At the halfway mark, all is going smoothly with the huge boat.

The Panama Canal Review 5

Right side up, it's now ready for the craftsmen to complete the job.
THE CANAL ZONE STAMPS commemorating the 50th Anniversary of the opening of the Panama Canal is a series of six stamps. The frame and lettering are identical on each of the six stamps

except for color and denomination. The

picture in each of the six stamps is an

aerial view ofa location along the Canal

or nearby and is in black and white. Most of these aerial views were taken

looking toward the South, Southeast, or

East. On the 6e stamp, the frame is green

in color and the picture shows Cristobal Harbor and vicinity. Cristobal is the

Atlantic terminus of the Panama Canal

and the left and center foreground shows

the docks with Cristobal in the right

foreground and the city of Colon immediately in back. On the far right fore- ground is the oil dock which in 1914 was the Cristobal Coaling Station. Across the bay in back of the city of Colon, the view shows France Air Force

Base, Coco Solo, and Fort Randolph.

Cristobal is the busiest harbor in the Panama Canal and is the center of

activity on the Atlantic side. The frame of the 80 stamp is red

in color and shows Catun Locks and

vicmity in the picture. The Gatun Locks

are located on the Atlantic side and are a three-step set of locks and the first one

entered on transit from the Atlantic to the Pacific. The center of the picture

is Catun Locks—on the left center is the Gatun townsite and on the right

is the Gatun Dam with the spillway on

the far right. The Gatun Dam is an

extremely large earthen dam and backs

up the water from the Chagres River to form Gatun Lake, which is 85 feet above sea level. Ships traverse the lake under their own power under guidance

ofa Panama Canal pilot, in their transit across the Isthmus. In the center background, a portion of Gatun Lake is shown with a few small islands. Ships

are shown at the lake anchorage await- ing their turn to complete northbound

transit of the Canal.

The frame of the 150 stamp is blue

in color and the picture shows Madden

Dam. This dam is several miles up the Chagres River forming Madden Lake for storage of water to supplement that of Gatun Lake. This dam was completed

in 1935 and is an extremely necessary adjunct to the Panama Canal, particularly during dry season, December through

April, when normal rainfall is not sufficient to meet normal requirements.

Water is spilled over this dam from

Madden Lake into the Chagres River

which runs into Gatun Lake at Gamboa,

to maintain the proper water level to provide sufficient depth for draft of

transiting vessels and to replenish that used in raising and lowering vessels from

sea level to Gatun Lake level. This is the first time Madden Dam has been the

central subject ofa Canal Zone stamp.

The frame of the 200 stamp is orangered in color and the picture shows

Gaillard Cut from about Gamboa

Reach toward Pedro Miguel Locks at the southern end of the cut. The dredge at the right center is engaged in the pres- ent cut-widening project and there are two vessels shown in transit. This cut

is being widened to 500 feet to permit

the largest vessels to pass each other while in the cut, thus increasing Canal

capacity.

The frame of the 300 stamp is brown

in color and the picture shows Miraflores Locks, a two-step set of locks, and the 6 May 1964
•^ /-\ '-I, «wr-_ri.' -s /=vi

last ones used in transit from the Atlantic

to the Pacific. In the lower right fore- ground is the Miraflores spillway for water overflow which runs on out to the Pacific Ocean and in the right background is the trans-Isthmian Panama

Railroad. Also shown is a portion of the

military post of Fort Clayton.

The frame of the 800 stamp is yellow

in color and the picture shows Balboa

Harbor and vicinity at the Canal's

Pacific terminals. The piers in the right center foreground are on the west bank

of the Canal at Rodman Naval Station with the Balboa piers and docks shown

across the Canal. Ancon Hill is the large

hill shown in the picture; the Administration Building is at the base; and in the background is Panama Bay and Pan- ama City. Around the Administration

Building and in the right center is the Balboa townsite with a portion of the Thatcher Ferry Bridge and the Pacific entrance of the Canal at the extreme

right center. HOW YOU MAY ORDER STAMPS

The Canal Zone Postal Service has

prepared a special official souvenir

stamp folder commemorating the 50th

Anniversary.

The folder contains a map of the Canal

Zone on the inside with six mint airmail anniversary stamps aSixed on the map

and another 80 airmail anniversary

stamp affixed to the outside back fold. The 80 airmail has a "First Day of Issue" cancellation and is postmarked

August 15, 1964. The folder also contains the official 50th Anniversary insignia, a short history of the Panama Canal

and the Canal Zone Postal Service. The

folder containing the six anniversary

stamps and the canceled 80 airmail stamp is for sale at the Philatelic Agency,

Balboa Heights, C.Z., at $2 each. All

folders will be mailed at no extra cost. Stamp collectors who want first-day cancellations of the stamp may send

addressed envelopes to the Postmaster,

Balboa, C.Z., with a money order to cover the cost of the stamps. Postage

stamps and personal checks will not be

accepted. Envelopes submitted should

be of ordinary letter size and should be

properly addressed. An enclosure of medium weight should be placed in each

envelope and the flap either turned in or

sealed. An outside envelope must not be

sent for the return of first-day covers. Each cover should be pencil marked in the upper right-hand comer to show the denomination and number of stamps to be affixed; therefore no letter of instruction need be sent. The envelope to the postmaster should be endorsed First- Day Covers. Requests for unusual

arrangements and plate numbers cannot be granted.

Requests for mint stamps and the souvenir stamp folder must not be included

with orders for first-day covers, but sent separately to the Philatelic Agency, Bal- boa Heights, C.Z., and must include

return postage. To insure prompt shipment orders should not include other denominations of Canal Zone stamps.

Special order blanks for mint 50th Anniversary commemorative stamps and the

special souvenir folder are available at

all Canal Zone post offices and at the

Philatelic Agency.

All stamps will be uniform in size, (See p. 9)

DENOMINATION

6-cent

8-cent

15-cent

20-cent

30-cent

80-cent

COLOR LOCALE

Green Cristobal

Red Gatun Locks

Blue Madden Dam

Orange Gaillard Cut

Brown : Miraflores Locks

Yellow Balboa

Thi! Panama Canal Review
ON ITS SOTH ANNIVERSARY

Postal History

Of Canal Zone

AT THE TIME the Canal properties were turned over to the United States

in 1904, the need for a postal ser\ice was of extreme importance because the

postal service of the Republic of Panama

ceased to operate in the Zone. On June 24, 1904, a postal service was established as a part of the Department of Revenues and under the super-

\ision of the Treasurer of the Canal Zone. Pavmaster E. C. Tobey, USN, was the

first Director of Posts. On that date, post

offices were opened at Ancon, Cristobal,

Gatun, Culebra, and La Boca. On May 5, 1909 the name La Boca was changed to Balboa. On the following day, additional post offices were opened at Bohio,

Gorgona, Matachin, and Empire and

then the Canal Zone Postal Service was

in operation with railroad station agents

as postsmasters. At first only ordinary mail was handled. Mail for Central and South America and the West Indies was turned

over to the Panama Postal Senice for dispatch to destinations and mail for other foreign countries and the United

States, its territories and possessions was sent direct to the LTnited States by the Postmaster, Cristobal, on vessels departing for \ew York.

E. C. Tobey,

Director of Posts, June 24, 1904-Septeinber 1, 1904.

During 190.5, a registrv system was

established and the Cristobal post

office was designated an international exchange office, permitting direct dispatches of mail to all destinations.

In 1906, a money order system was

established; in 1911 a postal savings

system was instituted, and the postal service became a stable and growing

ser\ice, providing full neci;r:sarv postal

facilities for the Isthmian Canal Commission, workers building the Panama

Canal and residents of the Canal Zone. The sen'ice over the years has grown,

with annual increase in mail volume

handled and postal business conducted,

from a beginning of 9 post offices with

9 employees and annual postal receipts of about $11,000, to 19 post offices, branches and units, with 118 employees

and annual gross postal receipts of .$1,088,000. Of the nine post offices originally established, only two, Cris- tobal and Gatun, remain.

The Canal Zone Postal Service has

from the very beginning operated as an independent postal sxstem and is established as such by Act of Congress of the United States. However, the Canal Zone

like all territories, possessions, and other

areas under control of the United

States, is represented at postal conventions by the United States Post Office Department.

When the Canal Zone Postal Service was first established on June 24, 1904,

a small supply of 2i, .50, and 10<f Pan- ama stamps, overprinted "Canal Zone" were obtained and used until July 18, 1904, when United States stamps o\crprinted "Canal Zone" were received and

placed in use. The United States stamps were u.sed until December 12, 1904

when they were withdrawn and replaced

by Panama stamps overprinted "Canal Zone" in conformity with the provision

of an executive order issued on December 3, 1904 by Secretary of War William

H. Taft. On May 28, 1924. the Taft agreement was abrogated b\' the President of the

Earl F. Unruh,

Current Director of Posts.

United States and on July 1, 1924,

United States stamps overprinted "Canal Zone" were again placed in use and

supplanted the overprinted Panama

stamps.

On October 1, 1928, the first per- manent issue Canal Zone stamp, 20

Goethals, was placed on sale. Canal

Zone permanent and provisional issues have, over the succeeding years, super- seded all overprinted United States stamps and stamped paper. The last such item replaced was the 20 postal

card on November 1, 1958. The current Canal Zone postage

stamps and stamped paper consists of

a series of 12 ordinary stamps, 11 picturing members of the Isthmian Canal

Commission and others who played a major part in Canal Zone histor\' or in construction and operation of the Pan- ama Canal and one picturing tlie Canal's Administration Building at Balboa

Heights; a series of three postage due

Tom M. Cooke,

Director of Posts, September 2, 1904-March ,31, 1914.

May 1964
John J. Gilbert, Director of Posts, April 1, 1914-June 30, 1914.

stamps with the shield of the seal of the Canal Zone as the central subject, and a

series of five airmail stamps of the wing

and globe design. In addition, there is a 40 envelope in two sizes with Goethals as the design subject, an 8« airmail envelope with a flight symbol and airplane, a 4e ordinan.- provisional postal card

James Marshall, Director of Posts, June 4, 1937-January 14, 1955.

(Continued jrom p. 7) 0.84 by 1.44 inches in dimensions, ar- ranged horizontally, issued in sheets of .50 and printed on pre-gummed paper by

the Bureau of Engra\ing and Printing.

The central design of each stamp is a sketch of various locations in the Canal

Zone, in black and white and made from

aerial views. The frame and lettering on

all stamps are the same except for color and denomination: in the upper left corner "1914-1964 Panama Canal" in two lines with "Golden Anniversary" in script across the top; at the bottom,

"Canal Zone Airmail" and the value.

John K. Baxter, Director of Posts, July 1, 1914-March 8, 1916.

(30 card with Panama Canal Lock

design and 10 postage imprint) and a 60 airmail provisional postal card (50 airmail card with map and plane design

and 10 postage imprint.

Including the current Director of

Posts, Earl F. Unruh, there have been

seven men in the post. Others: E. C.

Crede H. Calhoun,

Director of Posts, June 1, 1916-April 30, 1947.

Tobey, June 24, 1904 to September 1, 1904; Tom M. Cooke, September 2, 1904 to March 31, 1914; John J. GObert,

April 1, 1914 to June 30, 1914; John

K. Ba.xter, July 1, 1914 to March 8, 1916; Crede H. Calhoun, June 1, 1916

to April 30, 1947; and James Marshall,

June 4, 1947 to January 14, 1955.

,_ I *\?J^

A typical scene at the Balboa Post Office, one of the busiest in the Canal Zone.

The Panama Canal Review 9
HERE'S

WHY

IT'S SO

WET

-V.,jif.

THE CLIMATE of the Canal Zone

is characterized by moderately high

temperatures and humidity throughout the year and although the temperature changes very little during

the year, there are two distinct seasons, wet and dry. The dry season

usually begins about the middle of

December and lasts for approximately 4 months. The rainy season

extends from the last week of April

to the middle of December.

Since the annual prevailing direction of the wind stream is from the

north and consequently the direction

of movement of most storms, the

Atlantic side of the Isthmus receives

roughly twice the amount of rainfall of that on the Pacific side with annual

quantities at points between the

coasts varying in ratio to the distance

from the coasts. The changes in season may be

readily correlated with the changing

declination of the sun and general

migration of the great wind belts.

W, J4. Cddlinger,

Chief J4^aro^rapner

lor the Panama Canal,

CxptainJ the J\ainy^ SeaJon

Aching corns and bunions, the ap- pearance of certain butterflies, caterpillars, cicadas, or phases of the moon

have nothing to do with it. At latitude 9 degrees north of the

Equator the sun passes directly over- head twice each year, on April 13 and

August 29. Theoretically, these should

be the hottest days of the year be- cause the sun's rays shine directly

down on us instead of at ah angle.

Any objects in the air between the sun and the earth such as clouds,

haze, smoke, or dust would of course diminish the amount of heat radiated

from the sun. This abnormal heating

causes the air to rise and a flow of

air from the northern and southern

hemispheres to replace it. The zone

of the atmosphere so affected is known as the Equatorial Calm Belt

or the Intertropical Conversion Zone.

It may be visualized as the meteorological equator, since it is the area where the major wind circulation

systems of the northern and southern

hemispheres come together. This

belt, variable in width, is characterized by large billowy cumulus and

cumulo-nimbus clouds resulting in local showers and thunderstorms. It usually follows the latitude of the sun

with a lag of about 5 degrees of lati- tude or approximately 15 days of

travel time. It follows then that if the sun passes overhead in our lati- tude on April 13, the Intertropical

Convergence Zone or ITC as it is known to meteorologists, will arrive

about 15 days later or on April 28. Bv actual records this is the average

date of the beginning of the rainy

season. Since the ITC is not a precisely

10 May 1964
Speaking of Safety

ABOUT DRIVING

WHEN IT'S WET

Experiments by the National Aeronautics and Space Administration have

shown that a vehicle traveling at 30

m.p.h. in heavy rain begins to lose contact bet\\een its tires and the road

beneath. At about 55 m.p.h., the tires lose all contact and the vehicle is actualh' hydroplaning.

This means that the vehicle is riding

a cushion of water on the surface of the roadwav. This lack of road contact may

explain some of the mystery crashes

\shich occur for no apparent reason on

rainy da)S.

Other experiments on dry, safe roads have shown that in panic stops, the

\ehicle slides on a layer of molten

rubber. In the first moment of slide, the

tires get hot and suddenly lay down a

slick trail of molten rubber, greasing the

trail to possible destruction.

defined area it is normal for a few

scattered showers, representing the

ragged edge, to occur before the

main body arrives, hence the reason

meteorologists usually have the di£Bcult task in mid-April of explaining

that although it is pouring rain the

rainy season hasn't started yet.

As the sun moves farther and far- ther north (actually it doesn't move;

the 23M degree tilt of the earth on

its axis makes it seem to move as the

earth travels around its orbit) the

ITC moves northward also but since

the sun's northernmost position is 23M degrees north of the equator

and with the 5 degrees lag, the ITC

would therefore have a northern limit

of about latitude 19 degrees north or

10 degrees north of the Isthmus.

At this time when the North

American Continent has reached its maximum summer heating, there is an accompanying decrease in barometric pressure and an increase in barometric pressure in the Caribbean

region. This intensifies and extends

the semi-permanent high pressure

area over the southeastern Atlantic

Balboa Gamboa Cristobal

Ocean known as the Bermuda High.

The westward extension of the Ber- muda High into the southern Caribbean may cause a few weeks of comparatively dry weather in July

or earlv August locally called the

"little dry season" or "veranillo." As the sun returns southward and

again crosses the Isthmus at the end

of August, shower activity again increases to a maximum. By the time

the ITC has followed far enough

southward to decline in influence on

the Isthmus, the fall storms of the

northern hemisphere have begun and

a different type of weather prevails.

Outbreaks of polar air from the

large high pressure cells of fall and

winter that surge southward across

the Gulf of Mexico sometimes reach

the Isthmus. Although this cold air has warmed, it has absorbed moisture in the lower layers and it needs

only the orographic lifting caused by

the hills on the Atlantic coast to reach the upper cold layers and

produce prolonged rains.

Another type of heavy rain may

occur when a tropical hurricane

reaches a position in the western

Caribbean Sea directly north of the

Isthmus. The usual northeasterly

wind flow is reversed and a steady stream of southerly winds prevail.

These cause heavy rains in western

Panama but give sunny weather in

the lower areas of the Canal Zone.

Then the winds shift and heavy

general rains occur.

Thus, the usual period of heavy

rains occurs near the end of the rainy

season. Due to many factors the

cessation of rain is irregular and

varies from November 24 (last year was the earliest ) to mid-January.

The Panama Canal Review 11
ulte port o/ j^ew y[ork

~ J

IN'EW YORK is a home port for most of the U.S. citizens who are employed by

the Panama Canal organization. A large

percentage of the U.S. citizen population of the Canal Zone claim the noitheastern part of the United States as home and until recently the Panama

Line ships traveled regularly between

Cristobal and Ne%s' York. New York is a port of call or a port

of origin for a majority of the U.S.-flag passenger and freight liners arriving at and leaving Canal ports. Like Panama, New York is a cross- roads of world trade. The Port of New

York has a direct and vital stake in the maintenance and expansion of existing

manufacturing facilities within the State md an important influi^nce on commerce

along the entire east coast. From its earliest days, the wealth of the Port of New York and its surrounding community has come from ships of the sea and the activities generated by

the cargoes they carry to and from the

port. The port itself might be called

nature's supreme effort to provide man

with magnificent avenues for the free flow of commerce. It is a great junction

of ocean, rivers, bays, and harbors reaching deeply into the surrounding

I, .500 square miles of upland within

the neighbor States of New York and

New Jersey. Everything about New York is fabulous. There is a frontage of 650

miles of navigable waterways and berths

for 400 oceangoing ships at 200 deepwater piers. Served by 170 steamship

lines, the port has 26,000 ship movements a year or one ship moving in and

out every 20 minutes. Ten railroads form a network of land transport con- necting the port directly with the major

industrial sections east of the Mississippi

and with all other areas of the L'nited

States, Canada, and Mexico by inter- locking railroads. More than 2, .500 pieces of floating

equipment, including barges, lighters.

scows, carfloats, and tugboats make up

the port's lighterage s)stem. Warehouse

facilities include general storage, refrig- erated warehousing, liquid bulk and

dr\' bulk storage, and equipment for servicing special cargoes requiring

humiditv and moisture control. Roughly within a radius of 25 miles from the Statue of Liberty, there are today over 200 municipalities, including

the world's largest metropolitan complex

as well as small communities. The port waters have been bridged and tunnels ha\e been bored beneath them. The

people of the Port of New York have

devoted continuing energy to improve

the natural advantages of the port as a transportation crossroads for goods

entering and Iea\ ing the United States. The waters and lands of this port are

joined in a unified economic community

known as the New York-New Jersey Port District. But as great as tliis port is now from

the point of \iew of trade and com12 May 1964
merce, it will soon become more of a center with the construction of the World Trade Center, designed to pro- vide a unified community in the Port of New York for America's export-import

business and act as a clearing house

for the handling, development, and

expansion of such business.

The 16-acre site, on which the inter- national trade complex will be built, is located on the west side of lower Manhattan immediately adjacent to the

Port of New York's historic core of international trade activity.

The twin towers of the center will be

the tallest buildings in the world, soaring

110 stories or 1,350 feet above the great

open plaza of almost 5 acres. It will be

built by the New York Port authority on a self supporting basis at a cost of $350 million and wdll be completed in stages during 1969 and 1970.

The two great structures containing

approximately 10 million square feet

of rentable space, will accommodate

\ arious Government agencies, world

trade services and exhibit areas and

private businesses engaged in export

and import trade in world markets.

Looking northwest, this overall view shows the twin tower building, tallest and largest in the world, rising from the vast plaza of the New York World Trade Center in New York City.

White circle shows the site of the future world trade center to be

built near the Port of New York.

The Panama Canal Review 13
CAMAl HISTORY

50 yearJ cAg^o

TEN YEARS of American occupancy of the Canal Zone were completed on May 4, 1914, the transfer of the Canal

property from the second French Company to the United States having been

effected on May 4, 1904.

According to The Panama Canal

Record of May 20, 1914, the decade had

seen the virtual completion of the Canal

and the beginnings of its commercial

and naval use. During the preceeding

year, the sea level channels had been

opened to Gatun and Miraflores Locks; Gatun and Miraflores lakes had been

filled to normal height; Culebra Cut had

been flooded; all of the locks had been

operated repeatedly; and a number of

vessels in Canal service as well as several rafts of piles under tow, had

passed from ocean to ocean through

the Canal. The offices of the captains of the ports

at Ancon and Cristobal in the Panama

Canal organization, were formally established May 4, 1914. Comdr. Douglas E. Dismukes, USN, was Port Captain in Cristobal and Lt. Comdr. H. V. Butler,

USN, was Port Captain in Balboa.

Arrangements were being made to hire pilots for the Panama Canal with

the Washington office and the Superintendent of Transportation handling

applications. A large number of applications already were on file. An order was

issued requiring Canal pilots to wear

uniforms when on duty. The material

selected was cream-colored Palm Beach

cloth, plain without stripes or figures.

The caps were to be patterned after those worn by the petty ofiBcers in the

U.S. Navy.

25 ^earJ cAg-o

THE PROBLEMS of defense and ca- pacity were under serious study by Pan- ama Canal authorities and the U.S. Government 25 years ago this month.

Gov. Clarence S. Ridley told a subcommittee of the House of Representatives

that it was important that $25,000 be

provided immediately for advancing

plans to increase the capacity of the Canal through the addition of a third

set of locks. He said that this project was not only closely related to the defense of the Canal but that additional capacity would be needed for future commercial needs. In Washington, military experts said they felt a third set

of locks would make the Canal safe from

attack for many years to come. Other defense plans being studied in 1939 included the fortification of the

Pacific Ocean approaches to the Panama

Canal through the establishment of powerful air and naval bases in Mexico

and the Galapagos Islands.

The U.S. Senate passed a bill authorizing the cooperation of the United

States Government with the Republic of Panama in building a highway from the Canal Zone to Rio Hato. The Panamanian Government was to furnish the

right of way and labor while the United

States would furnish materials. The

cost of the U.S. contribution was

estimated at $1)2 million.

The new Panama Railroad liner Panama made its first transit through the Canal and docked at Pier 18 in Balboa

in order to give Pacific-side residents

a chance to inspect the new vessel. It was the first time that any Panama Rail- road vessel had transited the Canal

southbound since 1931.

toy.ears fgo

CONSOLIDATION of the Canal Zone

hospitals was started 10 years ago in May when the Senate Appropriations

Committee directed that the U.S. Army

Hospital at Fort Clayton and the Canal

Zone Government Hospital in Colon be

closed by September 1, 1954. The directive said that Coco Solo should be

transferred to the Canal Zone Government and that it and Gorgas Hospital

would provide sufficient facilities for personnel in the Canal Zone.

After a thorough examination by

experts and consulting engineers on the

extent of the crack along the crest of Contractors Hill, the Panama Canal

board of directors ruled that the Panama

Canal should take whatever remedial measures were necessary to deal with

the problem. The Tecan Corp. of Dallas, Tex., after submitting a low bid of $3,391,000, was awarded the contract

for the removal of earth at the site of the crack.

Ceremonies commemorating the 400th anniversary of the discovery of the Pacific were celebrated in May 1954,

when a group of Panama Government,

U.S. Army, Navy, Marine, and Air Force and Panama Canal officials were

airlifted to Darien to join a jungle- trained intelligence and reconnaisance

platoon on Hill 2200, presumed to be

the same peak on which Vasco Nuiiez

de Balboa stood.

One ^ear <=4g.o

THE PANAMA CANAL went on a per- manent 24-hour operation last May 12

in order to handle more efficiently the gradually increasing number of ships

transiting the waterway. The change was the result of continuing evaluation

of the demands of traffic.

Col. Robert J. Kamish, who was Chief

of the Surgical Service at Gorgas Hospital from April 1962, was made new

Director of the Canal Zone Health

Bureau. He succeeded Col. Erling S. Fugelso, who left the Isthmus for his new assignment as commanding officer

at Womack Hospital, Fort Bragg, N.C.

14 May 1964
ANNIVERSARIES

(On the basis of total Federal Service)

SUPPLY AND COMMUNITY

SERVICE BUREAU

Headley A. Cargill

Storekeeping Clerk

Victorio Gutierrez Laborer Harold I. Tinnin

Supervisory Storage

Specialist

MARINE BUREAU

Hilarius B. Wilson

Leader Maintenanceman

(Rope and Wire Cable)

ENGINEERING AND

CONTRUCTION BUREAU

Reginald A. Butcher

fer Seamai]

. Carpj

' Fores

seaman

David C. Ryan

Lead Foreman Central OiEce Repairman

CIVIL AFFAIRS BUREAU

A. Bloomfield Detention Guard

Morton L. Levee

Police Sergeant

Thomas J. Polite Police Sergeant

Floyd A. Robinson

Police Private Allan F. Woodruff

Laborer (Cleaner) HEALTH BUREAU

Silvia Blackwood

Nursing Assistant (Medicine

and Surgery)

COMPTROLLER'S OFFICE

Earl C. Keeney

TeUer ADMINISTRATIVE SERVICES

DIVISION

Harold Lewis

Compositor (Hand)

SUPPLY AND COMMUNITY

SERVICE BUREAU

Juan E. Abrego

Utihty Worker

Ellen Louise Barton

Assistant Baker

Isabel B. Blandford

Utility Worker

Cristin T. de Small

Utility Worker

Clyford K. Foster Clerk Joseph L. Powell Grounds Maintenance

Equipment Operator

Charles A. Wesley

Bartender Mary Sims Williams Counterwoman

Juan Valdes Garbage Collector Juan Adolfo Zelaya

Cemetery Worker

MARINE BUREAU

Felipe Almengor

Line Handler

Nicolas Anderson

Line Handler (Deckhand)

Samuel Bent Leader Seaman

Robert M. Bright Accounts Maintenance Clerk

Alberto Caballero Helper Lock Operator

Romulo Camarena

Line Handler

Pedro Chacon

Line Handler (Deckhand)

Wilmut A. Clare Line Handler (Deckhand)

Ernesto EUis, Jr. Helper Lock Operator

Josiah Hobson

Helper Machinist Thomas A. Hull Carpenter (Maintenance) James H. Johnston

Oiler Norman Lindo

Line Handler (Deckhand)

Roy L. Lockwood

Jelper Lock OperaJi

Medaro^MaravilL penLock Q^eij^or

Willesly Mitchi

LauftichA)pe|atd

?m(^amirel

LiX§Handle\(D'

p1 /apatein

ENGINEERING AND

CONSTRUCTION BUREAU

Azael J. Benavides

Engineering Draftsman

(Electrical) Robert L. Beyer

Central Office Repairman

Samuel A. Grant Seaman

Luis Herrero S. Winchman

Remigio Romero O. Seaman

Serafin Urriola Seaman

Vicente Valencia V. Carpenter

TRANSPORTATION AND

TERMINALS BUREAU

Harry C. Abrahams

Lead Foreman

(Dock Stevedoring)

David Benskin

Cargo Checker

Ernest N. Grant

Helper Liquid Fuels Wharfman

Julian Nogueira

Truck Driver (Heavy Trailer) Humberto E. Perez

School Bus Driver CIVIL AFFAIRS BUREAU

James E. Bryant

Fire Lieutenant

Bestre Burke

Laborer (Cleaner) Georgia J. Gwinn

Teacher (Elementary,

U.S. Schools) Reynold Hutchinson

Swimming Pool Operator

Jose Roque Nunez

Detention Guard

Dorothy H. Smith Teacher (Senior High,

U.S. Schools) Donald R. Rudy

Finance Branch

Superintendent

HEALTH BUREAU

Rosalie I. Barker Nursing Assistant

(Psychiatry)

Stella C. Butler

Staff Nurse (Surgery)

Esmilda E. Ford

Nursing Assistant

(Psychiatry)

Julio Gonzalez

Exterminator

Philippa Lashley

Nursing Assistant (Medicine and Surgery)

St. Clair L. Thorne

Dental Laboratory

Technician

The Panama Canal Review 15
CZ. Library

Adds Another

Distmction

THE CANAL ZONE Library-Museum

recently was designated as a depositor)'

library to receive U.S. Government

docimients under the provisions of Public Law 87-589, called the Depositor)' Library Act of 1962. This distinction came as a result of a request by

the Governor of the Canal Zone to the

U.S. Superintendent of Documents.

It then was necessarv' for the librarian

to complete a detailed questionnaire so

that the characteristics of the LibraryMuseum might be shown to fit into all requirements. The Governor was notified of acceptance of the Canal Zone

Library-Museum as a depository library on February 7, 1963. Being a depository library for receipt

of U.S. Government documents means

several things. In the first place it implies an enviable recognition of the

object and service of the LibraryMuseum itself. For practical purposes

it means that the Canal Zone LibraryMuseum can elect to receive any U.S. Government documents which are

offered to any depository library. It thus means that in the future many docu- ments which have had to be ordered

on the basis of advertisments now will be shipped direct to the Canal Zone

Library as soon as they come off the press, and that they will come

automatically—and free of charge.

U.S. Government documents usually

are published by the Government Print- ing Office and always for some purposes connected with the public interest. Thus

they are the result of the recognition of

a need for information in some Government agency. For this reason the materials available to depository libraries may vary from the annual Statistical Abrfrac/—probably one of the most

useful reference books ever published—

to research materials and to leaflets which tell the handyman how to build an outdoor fireplace. Some documents

are simply worded information about one small subject; some are the monumental records of the activities of the diplomatic service; some are the records

of the statistical services of the Government and some are the records of

Mrs. Verna S. Winstead, General Services Librarian who will serve as Documents Librarian,

aids F. A. Mohl, Administrative Assistant to the Chief of the Fire Division, as he uses the depository facility of the library to inquire about material on how to put out fires on ships.

research in scientific and technical fields. But all are in some way connected with

the public interest. This new depository act has been a major project of members of the library

profession. Formerly, depository libraries were designated by Members of Congress and thus were nearly always

in the District of the Congressman

involved. A depository library also was

required by law to receive all documents

which were available to depository

libraries and to dispose of them only

under very stringent regulations. Of

course every document published cannot be sent to depository libraries- some nia\' be classified; they mav be

intra-agency or may have some other

special designation. Even with these

exceptions, however, it is easy to see

that any library which received a tremendous mass of Government documents, which it was required to accept

as a depository library and which it could dispose of only under certain

strict legal requirements, soon was

inundated with extremely valuable

material, but material often unnecessary. The new regulations under which

the Canal Zone Library-Museum has

become a member of the fraternity pro-

\ ides that the library may select the

fri'c material which is applicable to its own patrons, will receive it auto- matically and free of charge and can

dispose of it in a simple way. So that the library may make the most effective use of this new privilege

and responsibility, members of the

Canal Zone Library-Museum have been

working earnestly on setting up useful procedures for handling this free auto- matic service. Mrs. Verna S. Winstead,

General Services Librarian of the Canal

Zone Library-Museum, will serve as documents librarian. Mrs. Winstead is uniquely suited for this new job, since she has been in charge of selection of

periodicals and serials and has directed the procedures which make them easily

available, or has cataloged them for several years. In addition, in preparation for this new library facility, Mrs. Winstead only last fall elected an intensive course in documents at the University of Denver Graduate School of Librarianship, where she received her

master's degree in December 1963. So

the many persons in the Canal organization who each spring are accustomed to receive a list of available periodicals

from Mrs. Winstead, offering them the sources of the periodicals unit of the Canal Zone Library-Museum, soon will hear from her again—this time to ask for recommendations of specialized

documents, useful in their work.

Patrons who use the library for mainly

recreational purposes are also invited to suggest their interests to Mrs. Winstead.

The staff of the Canal Zone LibraryMuseum thus takes this opportimity to ask the advice and counsel of its many

patrons in recommending subject fields needed for selecting a variety of materials from one of the greatest of the

world's publishers—the Government

Printing Office of the United States.

16 May 1964
PROMOTIONS AND TRANSFERS

EMPLOYEES promoted or transferred between April 5 and May 5, 1964

(within grade promotions and job

reclassifications are not listed )

EXECUTIVE PLANNING

Katherine A. Lessiack, Clerk-Stenographer

to Budget Analyst.

ADMINISTRATIVE SERVICES

Ranghilt H. Melzi, File-Clerk, to ClerkTranslator (Typing).

CIVIL AFFAIRS BUREAU

Customs Division Donald L. Nolan, Distribution Clerk to Cus- toms Enforcement Officer, Cristobal. Phil E. Rowland S., Messenger, Supply and

Community Service Bureau, to Clerk.

Schools Division Carolyn B. Sheffield, Substitute Teacher to Teacher (Senior-High U.S. Schools). JeanC. Stine, Substitute Teacher to Teacher

(Senior High-U.S. Schools). Mary S. Roberts, Doris M. Hunt, Beatrice

J. Hamad, Ida J. Kane, Substitute Teachers to Teachers (Elementary-U.S.

Schools). Postal Division

Iris D. Richmond, Window Clerk to Fi- nance Branch Superintendent.

Police Division Edward C. Blount, Police Private to Police Sergeant, Cristobal. ENGINEERING AND

CONSTRUCTION BUREAU

Electrical Division Thomas R. Dugan, Apprentice (Cable

Splicer) (3d year) to Apprentice (Cable

Splicer) (4th year). Lucio Gondola, Maintenanceman to Leader

Maintenanceman.

Joseph V. A. Howard, Helper Electronics Mechanic to Truck Driver. Joseph M. Evelyn, Laborer (Cleaner), to Helper Electrician (Power Plant). Noel U. Baptist, Helper Electrician to Electrical Equipment Repairman (Limited). Victor M. Branca, Palancaman to Maintenanceman.

Engineering Division

Jose M. Rivera, Boatman to Surveying Aid. Ebaristo Gomez, Boatman to Surveying Aid. Epifanio Perez, Boatman to Surveying Aid. Andrew D. De Sousa, Truck Driver to Messenger (Motor Vehicle Operator).

Thomas J. Hannigan, Mechanical Engineer, Utilities, to Supervisory Mechanical

Engineer, Utilities. Maintenance Division Henry A. Tooke, Supervisory Sanitary Engineer (Supt. Miraflores Filter Plant) to Sanitary Engineer (Assistant to Chief Water and Laboratories Br.), Miraflores. Ray Caldwell, Chief Foreman (Building and

Public Works) to Foreman (Building and

Public Works).

George O. Tarflinger, Leader, Refrigeration

and Air Conditioning, to Lead Foreman

Refrigeration and Air Conditioning Mechanic. Anthony J. Kucikas, Leader Joiner to Lead Foreman (Buildings). Leslie A. Beauchamp, Refrigeration and

Air Conditioning Mechanic, to Leader

Refrigeration and Air Conditioning Mechanic.

Dredging Division Charles L. Miller, 2d Mate, Pipeline

Dredge, Class 1, to Operator, Craneboat. Amadeo Castillo, Navigation Aid Worker, to Maintenanceman (Distribution Systems).

HEALTH BUREAU

Coco Solo Hospital

Janet M. Landry, Staff Nurse to Staff Nurse

(Obstetrics). Luisa W. Martinez, Formula Room Attendant to Nursing Assistant (Medicine and

Surgery).

Jorge De J. Duran, Laborer to Hospital Attendant. Agustin Mark, Laborer to Hospital Attendant. Antonio Mosquera, Laborer (Cleaner) to Hospital Attendant. Gorgas Hospital

Dr. Wilmer C. Hewitt, Medical Officer (Pathological Anatomy) (Chief, Pathological Anatomy Section, to Chief,

Laboratory Service.

Allie B. Holden, Clerk-Typist to General Supply Clerk (Medical). Eva D. de Herrera, Clerk-Typist to Clerk. Elizabeth I. Brown, Clerk to Supervisory

Clerk. Juanita L. Campion, Staff Nurse to Staff Nurse (Medicine and Surgery). Doris Mock, Staff Nurse to Staff Nurse

(Medicine and Surgery). Corozal Hospital

Eugenio Beauville, Joseph Rochester, Enri- que R. Richards, General Therapy Assist- ant to Occupational Therapy Assistant. Marva L. Carter, Iselda R. George, Nursing

Assistant (Psychiatry) to Ward Clerk

(Psychiatry Assistant). Eric C. McDonald, Jr., Nursing Assistant

(Psychiatry) to Pharmacy Assistant. MARINE BUREAU

Locks Division Paul W. Bramlett, Leader Lock Operator

(Electrician) to Control House Operator. James M. Slover, Charles R. Progler, Lock

Operators (Electrician) to Leader Lock

Operators (Electrician). Navigation Division Drummond McNaughton, William K. Morgan, Pilots Probationary to Pilots. Hamilton I. Slimon, Pilot-in-training to Pilot Probationary.

OFFICE OF THE COMPTROLLER

Mary Lavallee, Extension class teacher to clerk-Stenographer, Accounting Policies and Procedures Staff. Rose V. C. Brogie, Clerk-Typist to Time,

Leave, and Payroll Clerk, Payroll and

Machine Accounting Branch. Maritza E. de Oranges, Clerk-Typist to Time, Leave, and Payroll Clerk. Norman A. Eversley, Office Machine Operator to Bookkeeping Machine Operator.

SUPPLY AND COMMUNITY

SERVICES

Office of the Director Thomas G. Relihan, General Supply Officer (General Manager, Supply Division) to Program Manager (Deputy Director,

Supply and Community Service Bureau, and General Manager, Supply Division). Richard K. Erbe, Administrative Officer to Program Manager (Assistant Director,

Supply and Community Service Bureau).

OFFICE OF GENERAL MANAGER

Henry J. Ford, Warehouseman, Supply Division, to Messenger.

Supply Division Alba D. Hutchings, Supervisory General Supply Assistant to General Supply

Assistant. Robert C. Meehan, Supervisory Storage

Officer to Supervisory Specialist. Ceyon Jemmott, Laborer (Heavy) to Warehouseman.

Tomas Alfonso, Scrap Materials Sorter to Guard. Leonora A. Wright, Utility Worker to Counterwoman.

Winifred M. Perrott, Grocery Attendant to Sales Clerk. Jack B. Dubroff, Usher (Theaters) to Door- man (Theaters). Cecil A. Diaz, Laborer (Heavy) to Warehouseman.

Clarence Levy, Laundry Worker (Heavy)

to Marker and Sorter. Community Services Division Ezequiel Oliveros, Carlos R. Delgado,

Laborers (Cleaner) to Laborers. Adalberto Barahona, Laborer to Grounds

Maintenance Equipment Operator.

TRANSPORTATION AND TERMINALS

BUREAU

Railroad Division Don R. Coffey, Freight Clerical Assistant

to Supervisory Freight Assistant. Motor Transportation

Cornelius E. Jarrett, Helper Tire Rebuilder

to Guard.

Terminals Division

Gilbert F. Chase, Leader Liquid Fuels Wharfman to Liquid Fuels Dispatcher. Harold L. Conrad, Liquid Fuels Gager to Leader Liquid Fuels Wharfman.

Cuthbert A. Scales, Leader (Dock Stevedoring) to Lead Foreman (Dock Stevedoring). Dazel G. Watson, Lead Foreman Line Handler to Lead Foreman (Dock Stevedoring). Jerry R. Escalona, Cargo Marker to Helper

Liquid Fuels Gager. Frances A. Joliffe, Cargo Marker to Helper

Liquid Fuels Gager.

Raymond D. Simons, Helper Liquid Fuels Gager to Liquid Fuels Gager (Limited). Arcadio V. Herrera, Cargo Marker to Clerk

(Checker). Rafael Castro D., Line Handler to Guard. Water Transportation Division George J. Hosp, Licensed Junior Engineer

to 3d Assistant Engineer.

OTHERS

William Grimes, Auditor, Internal Audit

Branch. Robert A. Engelke, Police Sergeant, Police

Division. Chiquita C. Cassibry, Management Technician, Office of Comptroller.

Lillian M. Vogel, Clerk-Stenographer, E.\- ecutive Planning.

Annie R. Rathgeber, Secretary (Typing)

Office of the Governor-President, Panama

Canal Information Office. John Y. Wagner, Admeasurer, Navigation

Division. Ethel B. Hettenbach, Nursing Assistant (Medicine and Surgery), Gorgas Hospital.

(See p. 18)

The Panama Canal Review 17
^ H I ? ? I N G

New Swedish Ships

A \\'HOLE new fleet of ships is in the

offing for the maritime service between

Sweden and the U.S. west coast ports, according to announcements made in the United States by the Swedish-flag

Johnson Line. The Johnson Line has had

ships running through the Panama

Canal between Swedish ports and the

Pacific coast since the Canal was opened.

The new ships will be larger and

faster than the cargo-passenger carriers now in service and they will be fitted with equipment designed especially for the type of cargo being shipped—mostly

fruit and similar perishables. Their

speed will exceed 20 knots and they will have a capacit)' of some 12,000 tons as compared to the 9,000-ton capacity of the ships now in service. The Johnson Line, represented locally

bv Panama Agencies, has an average of a ship each week running through the Panama Canal.

goes

Pole

North Pole-South Pole

SOMETIMES THE North Pole south and sometimes the South

goes north. But the men who run the Panama Canal take it in their stride. Even when, one day in April, both the North Pole and South Pole went south.

TRANSITS BY OCEANGOING

VESSELS IN FEBRUARY

1964 1963 Commercial 997 841

U.S. Government 20 13

Free 7 8

Total 1,024 862

TOLLS'

Commercial $5,195,036 $4,314,616

U.S. Government. 105,930 70,309

Total. . . . $5,300,966 $4,384,925

CARGO"

Commercial 6,188,016 4,876,683

U.S. Government. 73,249 74,375 Free 31,320 39,312

Total .... 6,292,585 4,990,370

* Includes tolls on all vessels, oceangoing and

small.

® "Cargo figures are in long tons.

They are a pair of Greek-flag refriger- ated cargo ships which carry bananas

from Ecuador to New York and New

Orleans and return through the Canal

in ballast. The trim 20-knot freighters were built in Spain in 1963, are owned

by two Liberian companies, fly a Greek

flag, and are chartered bv the Standard

Fruit Co. C. B. Fenton & Co. act as agents at the Canal.

Fitted for Cruising

THE FORMER Pacific Steam Navigation passenger liner Reina del Mar

recentlv made one of her last voyages

through the Panama Canal between the United Kingdom and Chile. The ship was sold recently to the Travel Savings

Association in Britain and is now being

refitted in Belfast as a cruise liner. She

is expected to travel to New York in June with tourists to the World's Fair and will remain at dock as a hotel ship. Later this year, the liner will go to Japan with visitors to the Olympic

Games.

As a full time cruise vessel, she will have accommodations for approximately

1,000 passengers and probably will visit the Canal in the future on a cruise.

(Continued from p. 17)

Isabel M. Diaz, Accounting Assistant, Accounting Division. Efrain Scott, Guard, Terminals Division. John H. Flynn, Surveying Aid, Engineering

Division. Leroy Griffiths, Clerk, Navigation Division. Cecilio A. Brown, Clerk, Supply Division. Aramis E. Defort, Clerk-Typist, Division of Schools. John Diaz. Constable, Magistrate Court,

Cristobal.

Capl. Allessandro Zerega, left, who was manager of the Italian Line in Cristobal for the past 12 years, gets a certificate of the Master Key

to the Panama Canal in the grade of honorary pilot from Axton T. Jones, Transportation and Terminals Director. Mrs. Zerega was a happy

spectator at the ceremony. Captain Zerega left the Isthmus in April for Argentina where he will be managing director for the Italian Line.

18 May 1964
FRAMED AND LOCKED UP

The framing in this case was done by a camera and the

locking was strictly Panama Canal style and involved

water rather tlian bars. But this scene at Miraflores Locks

is typical of the one framed in the lenses of cameras carried

by thousands of tourists from every part of the world.

During the guided tours, cameras are snapping every

moment as the guide explains the working of the great

locks system. Last year, nearly 200,000 tourists went on

the official tours conducted by the Canal organization.

Their photographs, viewed by friends at home, tell and

retell the story of the Panama Canal to people everywhere

on earth. This huge cargo ship, and the men who put her

through the Canal, serve not only world commerce but

also form the material for the education and enlightenment of those everywhere who benefit from the Canal.

The Panama Canal Review 19





H UNIVERSITY OF FLORIDA

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