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Vol. 11, No. 8 v/

MARC M3, 196l/\

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Cardenas Village
W. A. Carter, Governor-President

John D. McElheny, Lieutenant Governor Will Arey

Panama Canal Information Officer

A mU-K J3,_i~»_l,

Official Panama Canal Company Publication

Published Monthly At Balboa Heights, C. Z.

Printed at the Printing Plant, Mount Hope, Canal Zone

N. D. Christensen, Press Officer Joseph Connor, Publications Editor

Editorial Assistants: Eunice Richard and Tobi Bittel

William Burns, Official Photographer

On sale at all Panama Canal Service Centers, Retail Stores, and The Tivoli Guest House for 10 days after publication date at 5 cents each. Subscriptions, $1 a year; mail and back copies, 10 cents each.

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

Editorial offices are located in the Administration Building, Balboa Heights, C. Z. New Stockholder for Canal Company

The new Stockholder of the Panama Canal

Company, Elvis J. Stahr, Jr., is a man of many

talents-Phi Beta Kappa, Rhodes scholar, lawyer,

educator, veteran of World War II, and former

Special Assistant to the Secretary of the Army.

The new Secretary of the Army and Stockholder of the Panama Canal Company came to

his new job from the presidency of the University

of West Virginia, thus returning to the Pentagon

after an absence of 8 years. A graduate of the

University of Kentucky and holder of three

degrees from England's University of Oxford,

Secretary Stahr served as Special Assistant to Secretary of the Army Frank Pace during the

Korean war. During World War II, he rose from second

lieutenant to lieutenant colonel in the Infantry.

Born in Hickman, Ky., on March 9, 1916, the

future Secretary of the Army was graduated from

the University of Kentucky in 1936, then went

on to 3 years at the University of Oxford. After

returning to the United States from England, he

entered legal practice in New York City, an

activity he continued until 1947. In 1947 he returned to the University of Kentucky as an associate professor of law and the

following year became Dean of the College of Law at the University, a post he held until 1956. He left the University of Kentucky in 1956 to become Vice Chancellor of die University of Pitts- burgh, remaining there until named president of

the University of West Virginia in 1959.

Secretary of the Army Elvis J. Stahr, Jr.

Index

Housewarming Time for FAA 3 Reduced to an Average 6 For Colon's Neediest Men and Women 8

Overhaul in Pictures .10

Cash for Ideas Toward New Mules for Canal . Ingenuity Speeds Welding . Engineers for a Day ....

Zone Floats in Carnival Parades

1114

17

1818

Onetime Baby Cradle Now Classroom Fixture .... 19 Worth Knowing 19

Anniversaries 20

Promotions and Transfers 21

Canal History 22

Retirements ' 22

Accident Safety 23

Civil Defense News 23

Shipping 24

March 3, 1961
New Community of Cardenas Village to be home

for FAA personnel who

will be living in the Zone.

Mrs. Laverna .Norton, Mrs. Ernest Silva and son, Michael Paul, and Miss Mary Watson

of the Federal Aviation Agency get an early look at one of the Cardenas Village homes. . . .

Housewarming Time for FAA

. . . While Mrs. Ursula I. Dewey, Mrs. Loretta M. Blakelv, and Mrs. Anna J. Barker,

Teletypists, work at FAA's International Flight Service Station in the Civil Affairs Building.

Nestled snugly against the gently

sloping face of a hill leading down to the Cardenas River and located be- tween Fort Clayton and Corozal is a new Canal Zone community of 90 new

housing units, all of which are to be

occupied by employees of the Federal

Aviation Agency in the Zone and their dependents.

This new community, taking its name

of Cardenas Village from the river which

flows past the base of the hill on which

it rests, will be officially opened on March 12, when Gov. W. A. Carter will

officiate at a ribbon-cutting ceremony

which will mark the beginning of a public open house at several of the new

dwelling units. Most of the employees of the FAA

and their dependents have been living

in the former Navy community of Rousseau on the west side of the Canal. Other FAA personnel now live in

Cocoli, Ancon, Balboa, and the Republic

of Panama. The housing units in Rousseau which are to be vacated by FAA

personnel will be returned to the Navy.

after the present occupants have moved.

The 133 employees of the F.AA in the Zone operate an International Flight

Service Station from the Civil Affairs

The Panama Canal Review
John C. Nolan, Chief of the Balboa IFSS, seated, confers with his assistant, James L. Dalton, as Mrs. Helen F. Cox, secretary to Chief Nolan, wails to take dictation.

Building in Ancon, thus fulfilling an

obligation assumed by the United States

in the "Aviation Agreement Between

the United States and the Republic of Panama" in 1949.

Starting next month, the FAA opera- tion will be expanded somewhat as

control of the Air Traffic Control Center

at Albrook Air Force Base is changed

from the Air Force to the FAA. The

Air Force personnel now operating the

control center gradually will be replaced

by approximately 25 FAA employees.

In addition to the 90 housing units

Bill Winn,

Electronics Maintenance

Technician, at work on a relay, with teletype

parts around him

on glass-topped

table.

now ready for occupancy at Cardenas

Village, 30 more units are scheduled

for completion during the next 5 or 6

months. Construction of the housing by

H. A. Lott, Inc., of Houston, Tex., and

Drake of Panama has been done with

the Canal organization acting as contracting agent. The Canal organization

also will provide the new community

with police and fire protection, water,

electricity, sewage disposal, garbage

collection, and similar services. Although Cardenas Village is a new

addition to the Canal Zone, most of the people who will live there are not newcomers. Most of them, in fact, have been

here several years, ranging from one

having 18 years of service in the Zone

to the newest U.S.-citizen employee,

who has slightly less than a year. The FAA personnel long have been

active in many different Zone activities and organizations, including clubs of

i i kinds, churches, lodges, youth,

and hobby (many of them are ardent camera fans), and similar groups. This

longtime participation in Zone activities has brought most of the FAA employees

and their dependents into contact with

many other Zonians. The move to Car- denas Village will provide them with

even greater opportunity for association with their fellow Zone residents. The services to air traffic now supplied bv the International Flight Service

Station (IFSS) here were started under

Navy auspices just prior to the start of World War II. The Civil Aeronautics

Administration, predecessor to the

FAA, took control of the former Navy

operation in November 1942. With the opening of Tocumen Inter- national Airport, the services were exft

Technical District Supervisor T. A. Stepp.

4 March 3, 1961
Loren K. Rood, Electronics Maintenance

coming messages from Miami, Fla.; Lima,

tended to include the new airport, at the request of the Republic of Panama.

Primary function of the IFSS here

is to maintain accurate radiotelephone

communication with aircraft flying

within the Panama Air Traffic Control

area, which extends 400 miles north and south of Tocumen in a strip just

wide enough to include the entire

Republic of Panama, and the Panama

Flight Information region, which is vir- tually identical to the Air Traffic Control area except for the addition of a 100-mile wide strip along the edge of Colombia and extending north to the edge of the ATC area. Within this area, the IFSS is re- sponsible for communication with all aircraft, up until the time the plane is within 50 to 75 miles of the station. Communication within that 50 to 75

mile radius is carried on by the Air

Traffic Control Center at^Albrook,

which releases the craft to control of the tower at Tocumen or other air- ports when the plane is within visual range of the runways. One of the major services provided

by the FAA here is the receiving and

recording of periodic position reports

from aircraft operating within the area.

It is from these periodic reports that the FAA is able to determine if a plane has had some difficulty which has

forced it down, and then' is able to determine the approximate area in which it went down, a vital bit of inThe Panama Canal Review 5

Technician, checks in- Peru; and other points.

formation in the search and rescue operation of the Rescue Control Center

at Albrook. The IFSS also provides pre-ffight and

in-flight weather information to pilots

requesting it, transmits local and area

Joseph B. Craft and Jennings B. Moss, Air Traffic Control Specialists, at their air-ground communications positions at the IFSS here.

weather reports, which it receives regularly from points as distant as Lima,

Peru, to the south, and Miami, Fla., to the north. The IFSS also transmits in- formation about temporary restrictions

at airports, changes in radio frequencies,

similar notices of interest to airmen, and

assists aircraft in difficulty by directing the pilot to an emergency airport.

To provide the lines of communication required to fulfill its many and

varied services, the IFSS operates radio- (See p. 21)

Raymond C. Engle, Air Traffic Control Specialist, transmitting to Cali from Balboa Station.
Zonians

Reduced

to Averages

Typical Zonians are few in

number, and this sampling

shows that even they aren't

average in ordinary sense.

Who are the U.S. -citizen employees

who work for the Panama Canal? Where

did they come from, how much education do they have, what kind of wages

do they make? These are just a few of

the questions which frequently occur to

visitors and to new employees of the Company-Government.

Answers to these questions and a number of others recently were devel- oped through a statistical study made

by the Personnel Bureau. In addition

to direct answers which the study

provided, it also dispelled at least two common myths which long have been

"common knowledge" about U.S. -citizen employees here. The most common of these myths is

that a majority of the U.S. -citizen employees of the Company-Government

are from the Deep South. (They aren't.) The second is that at least one-third of

all the U.S. -citizen employees are so- called "second generation Zonians."

(There are 579 such employees in the

organization, or slightly more than 15 percent of the total.) The statistical study developed the following bird's-eye view of the "typical" U.S. -citizen employee: Not a second-generation Zonian, married to a

U.S. citizen, 13 years of Panama Canal

service, 16 years of Federal service

(much of the difference being repre- sented by military service), 13 years of education, 45 years of age, makes $7,644

per year, speaks little Spanish, is likely

to be from a North Atlantic, Middle

Atlantic, or East Central State, and has

a statistical average of 1.85 children. Using these averages, an effort was made to locate one employee who met

all of the conditions, with the only

Russell A. Weade at work in towing locomotive at Pedro Miguel.

alterat on being made for the employee

to have two children, not one and part

of another, as indicated by the statistical average developed in the study.

Not a single employee was found

who met all the conditions, but three were located who came close to meeting

all of them. One of these three men

missed the mark on only 3 of the 11

points, while both of the others missed on 4 points each. Coming closest to being typical is Russell A. Weade, a towing locomotive

operator at Pedro Miguel Locks. The

only points on which he is not average were that he has 1 year less service with the Canal than the average of 13

years, has only one child instead of the

Mr. Weade and

family at home.

His son, Russell, Jr.,

is a student at the

U.S. Merchant

Marine Academy,

Kings Point, N.Y.

March 3, 1961
requisite two, and makes slightly below

the average salary. But Mr. Weade does meet the re- maining eight points developed by the study: He is, of course, a male, is married to a U.S. citizen, has 13 years

of education, 16 years of Federal serv- ice p. 17)

Mr. Keeney at work in Administration Building vault.

Earl C. Keeney and family at home.

Mr. Werlein working at Gatun Locks.

Francis W. Werlein and family. Son Leroy, at left, is a student at Wisconsin State College, Eau Claire, Wis., and Lamoine, right,

is employed by Fenton & Co., shipping agents, in the Canal Zone.
For Colon's

Neediest

Men and Women

Cristobal Woman's Club has been

aiding needy for more than 50 years

Three elderly Colon women try on donated clothing.

The maimed, the halt, and the blind

(74 of Colon's neediest aged men and

women) gather every Thursday morning, rain or shine, outside the Inter- American Woman's Club building in Colon to receive the food packages that the Philanthropy Committee of the Cristobal Woman's Club has ready for them.

Seldom is a person under 70 years of age accepted as eligible for assistance under the club's philanthropy program. Each man or woman who receives a food package first had to present a letter from a pastor or a charitable organizaMrs. Arthur Logan, committee

member, presents

small checks to help two indigent men pay their room rent.

Hon, for a desperate situation is a

requisite to receiving this help. If sometimes a vounger person is seen in the

liiii' of people receiving the weekly contributions, it is just that some young

folks are doing a good deed by calling for a food package for the bedridden.

Nor are they beggars, these aged and

indigent who accept help from the Cris- tobal Woman's Club. Although they

may he "hopelessly poor," they have

their pride.

One of the men, a bearded fellow who

is a natural for Santa Claus, has a pushcart and uses it to earn whatever he can. Only when he is out of work and des- perately in need does he join the Thursday morning line. A pert woman, who admits to 77

years, always arrives neatly dressed and

oft-times with some little gift which

may be a few oranges or a handful of

limes. "I loves to give and I loves to receive," is her philosophy. Recently,

along with her food package, she also was given a dress which she hied on for

size. "You look dashing," one of the Club

members told her. "Oh, I was a dasher

when I was young," answered Mary,

with a youthful sparkle in her eyes. A few of the aged women who come

each week for food parcels had worked

8 March 3, 1961
as maids years ago. The people for whom

they worked had retired and returned to the States to live but, in most cases, had

continued to send money until family

circumstances made further care of the maid impossible. Mans' are blind or

nearly blind, and some are well-nigh

helpless. In the latter category is Annie

S., who has been bedridden for years. But Malvina, her friend, who also is old and almost crippled, calls for the food

packages for the two of them.

In more dire straits is Hannah W.,

who is totally blind. She stays in her

small room at all times, with her only

visitors being occasional friends or neighbors. Several who receive help, although

desperately poor themselves, are trying

to care for grandchildren, too. One such

case is that of Rachael B., who depends

on the weekly food package and who

found herself suddenly with three

grandchildren to care for after their parents were killed in an accident. Whatever the contribution may be, the people in the Thursdav morning line

like to have the article wrapped. They

are glad to receive a dress, or slip, or trousers and shirts, but they would

rather not go into the street carrying an

article unwrapped.

At Christinas time, when Christmas

grocery bags with individual gifts are given out, the elderly people make brief speeches. For some it is the only time

of the year that they become articulate,

and the theme is always the same: "'God

bless the Americans." One of the

women, who writes a neat, Old World

school hand, wrote: "Thanking vou for

us. . . . May the United States be

blessed and increase in all their undertakings and may all of you be pros- perous, healthy, and strong. May God

bless you all." The weekly package given each of

the 74 aged and indigent consists of 5

tablespoons of oats; 5 tablespoons of sugar; 3 tablespoons of tea; a can of beans, or soup if the recipient is ill; 1% pounds of rice; a can of milk, and

a piece of soap. Rubbing liniment is given anyone who wants some. Sometimes there are extras, and there always

are extras at Christmas and New Year's. This past Christmas, besides the regular

needy, 90 additional needy persons of Colon were given Christmas grocery bags and gifts. Making possible the weekly program

are regular donations by the Cristobal Woman's Club members; regular contributions by Atlantic-side businessmen

and shipping companies; the Ullrich Foundation, and contributions bv personal friends of the Club's Philanthropy

Committee. Mrs. Perrv Francey and

Mrs. Robert A. Allan head the cornMrs. Perry Francey, co-chairman of committee, helps hand out supplies to the needy who

call for them during regular Thursday morning distribution at basement room in Colon.

mittee, which has carried on this work

the past 3 years. The committee

members are: Mrs. Arthur Logan, Mrs.

A. T. Jones, Mrs. B. I. Everson, and

Mrs. Ronald Owen. Every Thursdav,

for about 3 hours from 8:30 a.m., they may be found in the basement of the Colon Unit of the Inter-American

Woman's Club building, packaging the

rice and beans and sugar and tea, and

handing out the food packages. Ranged

along the walls of the room used by the

Cristobal Woman's Club Philanthropy

Committee are cardboard boxes, label- led to show the contributions they contain, such as pajamas, skirts, shirts,

shorts, trousers, dresses, and underwear.

The philanthropy program of the

Cristobal Woman's Club has been active since the Club was formed in 1907—

almost 54 years. When the United States first undertook the building of the Panama Canal,

the well-being of the construction workers was as vital a problem as that of engineering technicalities. To compensate in a small measure for the privations and discomforts of the homemakers, the United States Government

actively sponsored the formation of women's clubs in Cristobal, Ancon, Pe- dro Miguel, Paraiso, Empire, Gorgona.

and Gatun. These seven clubs, organized

in 1907, formed the Canal Zone Federation of Woman's Clubs, which provided

a general means of drawing lonely

women together in a strange land. The Cristobal Woman's Club, the first to be formed, was organized September 17, 1907, and is the only one of the

original seven clubs to remain in continuous existence. And it is still carrying on one of its first aims—to help the unfortunate through philanthropic work.

In 1921 a Free Clinic was established by the Club in the Colon Health Office. During the depression of 1921 and 1922

a soup kitchen was established in a corner of the Gilbert House, which was

then used as a clubhouse by the Club. Each day the clubwomen made and

served thousands of bowls of soup. During World War I, the philanthropy department became the Red

Cross department, but in 1918 the philanthropy department resumed its own

work once more, giving food and cloth- ing to deserving families in Colon. Long before 8:30 a.m. each Thursday, the aged, the lame, and the nearblind begin to congregate to await the

arrival of the Cristobal Woman's Club

Philanthrophy Committee members.

Some assist one another, and some lean upon a youngster. Each carries a sack

or neatly home-sewn bag in which are placed the food contributions that are

to last until the following Thursday.

"Thank'ee kindly, ma'am," said one

frail old woman, as she accepted her food package. "I'm goin' right home

and fix me a splash of tea."

i he Panama Canal Review
Overhaul

in

Pictures

The overhaul of Gatun Locks is virtually complete as you read this and

these scenes from the periodic project now are history. With plans now being

made to change overhaul procedures in the future, Zonians may not see some

of these scenes duplicated again.

The empty east lane in the photo

below is one of the scenes that will be

a thing of the past during future over- hauls if present plans materialize, while

the view of the 250-ton floating crane Hercules preparing to lift a miter gate

from place, as seen in lower left, is ex- pected to be standard in future overhauls. The photo at left caught the eye of the photographer because of the contrasts in the cranes shown: The huge

Hercules moving a small crane from

the lock walls as easily as a person might

pick up a pencil. "Handy gadget, isn't it?" one observer commented.

yr~M
Richard Parker beside water trap he developed to separate water from stored gasoline.

So you think something is silly, unnecessary, unsafe, too costly, or wasteful. You think there's a better, safer, less expensive, or otherwise improved way

to do it—whatever "it" may be. And just

what do you do about your thoughts?

Stew in them—or act on them?

A number of Company-Government

employees act on such thoughts by sub- mitting suggestions to the Incentive

Awards Suggestion Committee, headed

by John D. Hollen, Chief of the Executive Planning Staff and permanent

chairman of the committee, which also includes two bureau directors on a ro- tating basis. At present, the other two

members are B. I. Everson, director of the Transportation and Terminals Bureau; and L. A. Ferguson, director of Supply and Community Service Bureau. Not only do employees making such

suggestions to the committee manage

to do something about their thoughts,

but they may pick up some cash for

their efforts. Approximately one of every

four such suggestions are adopted—and

a cash award is made in recognition of the proposal's value. The major purpose behind the Incentive Awards Program is to encourage all employees to participate in a united ef- fort to improve the efficiency, economy

or effectiveness of the Canal organization.

Although most cash awards made

under the program are for suggestions

which have a direct connection with

cash savings, several awards are made

each year for suggestions involving

little, if any, cash savings, but pro- viding intangible benefits for the Canal. Mrs. Dorothy M. Hall of the Dredging Division was awarded $50 for a suggestion providing such intangible

benefits. She proposed that hospital patients not on a restricted diet be allowed

to choose their food preferences from

a selective type menu.

In similar vein, Leonard Wolford of the Navigation Division received $15

for suggesting that a special envelope

be used for sending ship clearance

papers to ships using the Canal. One

side of the envelope contains a list of pertinent information which the ship

must supply to gain clearance to proceed

and the other side carries an artist's concept of a ship and a partially open

lock gate, along with a statement about

what the envelope contains. Any cash savings which might result from Mr. Wolford's suggestion would

be virtually impossible to determine, but

it was adopted because of the additional

service it would provide to Canal cus- tomers at only minor expense to the Canal organization.

In most cases, however, the dollar savings which result from instituting a suggestion can be estimated with a fail- degree of accuracy. When this is possible, the amount of the cash award to the employee is determined by the first year savings, on the basis of the schedule printed with this article. The simplicity or complexity of the suggestion

does not determine its value. Often valuCash

For

Ideas

Try your ideas on the

Incentive Awards Committee,

You may help fellow workers

and earn yourselfsome money

able suggestions are little more than simple changes in procedures or methods.

Mrs. Aldona V. Skeistaitis, formerly an employee of the Police Division, was awarded $50 for suggesting a new

method of scanning police records to determine which of them should be

removed because the individuals had

reached the age of 65. Formerly, the age of the individual was determined

by subtracting the date of the record from the year in which the record is being reviewed, then adding the differ- ence to the age of the individual at the time the record was created. Mrs. Skeistaitis suggested that it would be easier and faster to simply establish the birth- date, with the knowledge that all those born in 1895 or earlier would be 65

or older during 1960. Savings resulting

from using her method were estimated at $942 per year, hence the award of $50.

Similarly, Dr. Paul H. Dowell of the Supply and Community Service Bureau was awarded $120 for proposing that pasture clearing be done under negotiated contract on a per lot or per hectare basis, rather than by employees of the Company-Government. The suggestion resulted in savings of approximately

$3,800 per year, and thus earned Dr. Dowell the $120 cash award.

Under the schedule of cash awards now in effect, the minimum award is $10, regardless of whether the suggestion results in tangible cash savings or is of intangible benefit to the Canal organization. Theoretically, there is no maxiThe Panama Canal Beview 11
Fire Division

Lt. J. R. Olsen

demonstrates

putting old

couplings on new

fire hose, a

proposal he

submitted for

saving money.

mum award for either type of idea, but

the largest award ever made was $465

to Charles Jackson, Jr., Administrative

Officer of the Marine Bureau, for pro- posing that concrete be used to redeck

the ferry Presidente Amador.

The amount of the award to Mr. Jack- son was based on a first year cash saving

of $47,953 in the cost of redecking

the ferry. The suggestion also was considered the best one processed by the

Incentive Awards Committee 'during calendar year 1958 and Mr. Jackson was presented a $200 gold watch as a

special award.

The annual presentation of a gold

watch to the employee making the most

valuable suggestion during the year was

started in 1957, when the first watch was presented to Joseph L. H. Demers,

who suggested changes which reduced

transportation expenses in the Store- house Branch by $2,542. In addition

to the yearend award of the watch, Mr. Demers received a $90 cash award for the suggestion.

Other employees who have been

awarded gold watches are Daniel M.

Eggleston of the Engineering Division,

who proposed a change in accounting

procedures within the division which

saved $17,424 per year, and George

D. Gregory of trie Dredging Division,

whose suggestion that wooden buoys,

beacons, and day-markers be replaced

with steel structures is expected to result

This group of Canal employees received cash awards for suggestions at a ceremony in the Administration Building last October. John D. McElheny, Acting Governor at the time,

presented the awards. From left to right: J. A. Hoverson, N. D. Christensen, Alfonso Rowland. G. O. Parker, John M. Klasovskv, Richard E. Parker, Acting Governor McElheny.

Albert D. Collins, George G. Gregory, William H. Keller, Jr., George I. Griffith, Rudolph

L. Jemmott, Russell A. Weade, and Earl E. Bennett.

in annual savings of $38,900. Mr. Eggleston also received a cash award of $315 for his suggestion and Mr. Gregory was awarded $420, the second highest

award ever made under the program. Although most cash awards are made

to individual employees, there are oc- casional suggestions submitted by more

than one employee. Any cash award

for such a joint suggestion is divided

equally among the persons making the

suggestion. Mrs. Edith W. Cotton, for- merly with the Terminals Division, and

a fellow employee of the division, Mrs. Beth C. Waddell, received $25 each

for suggesting elimination of one of two

sets of books in which identical infor- mation about Panama Line cargo was

entered. The suggestion resulted in annual savings of approximately $874,

thus earning the $50 cash award which was divided between the two women

In a recent bulletin, the Incentive

Awards Committee answered three

major questions about the suggestion program. The bulletin defines suggestions as "constructive ideas which will increase efficiency and improve service by: making an operation easier, faster, or safer; doing away with unnecessary paper work, avoiding delays; elimi- nating duplication of work, saving time,

money, or material." In answering the question about

where suggestions should come from,

the bulletin says they "should come

from all individual employees or groups

of employees who are alert to: improving the work of fellow employees;

improving Panama Canal Company and

Canal Zone Government operations."

The third question and answer concerns proposals which the Incentive

Awards Committee does not consider

employee suggestions. These proposals, the bulletin says, "ordinarily point up

inadequacies in working conditions or environmental problems which should

generally be handled through channels

other than the Suggestion Program."

The bulletin lists "requests for normal

maintenance repairs and routine services, proposals for changes in pay, vacations, or other personnel items, subjects

included in regular job requirements,

ideas for personal convenience rather than general benefit, and obvious errors

in procedures and regulations," as being

in this category.

An example of one possible proposal

which would not be considered accept- able as an employee suggestion could

be a proposal that grass in housing areas be cut more frequently. By approaching

the problem of too tall grass from

another angle, however, such a suggestion might be made acceptable. One

possible alteration would be to propose

the planting of a certain type of slow12 March 3, 1961
Leonard Wolford

displays envelopes he suggested.

growing grass, thus reducing the need

tor frequent cutting. All that is required to submit a suggestion is to obtain a suggestion form,

or use an ordinary sheet of paper, ex- plain your suggestion and send it to the Incentive Awards Committee. Once

the committee receives it, the suggestion

is dated, numbered, acknowledged, and

the committee's files then are checked

to determine whether or not the idea

has been submitted earlier. It then is verifaxed, with the name of the ori- ginator being withheld. The verifax

cop) then is forwarded to the unit or

units most concerned for any comment

unit officials may wish to make about

the acceptability of the idea. Following return of the suggestion

and comments to the committee, the comments are studied bv James G. E. Maguire, secretary of the committee.

If he considers the comments inadequate, Mr. Maguire asks the unit for further comment or a personal investi- gation is made. When the investigation

and comments are considered complete,

the suggestion is sent to the committee

for final review and evaluation. Award

eligibility is determined at a regular

bimonthly meeting. Checks for the orig- inators of those adopted are made out

a few days after the committee meeting,

then presented to the originators, along

with letters of commendation from the Governor-President.

Although most suggestions are pro- cessed readily, various problems sometimes arise which prevent an immediate

decision. Once a decision is made, the

originator of the suggestion is notified as to whether or not the idea has been

adopted. Even if the decision is against

adoption, the originator still will receive

a cash award if the idea is put into use

within 2 years of the date of rejection. So, if you have a pet idea about how

something can be done more efficiently, or improve service, write it up, submit

it to the committee, and wait for the

payoff. Last year, one of every four

suggestions were adopted and a cash

award made. Were you among those who got a check? If not, why not try your hand this year—or whenever you come up with a good idea. Not only will the Company-Government receive the

benefit of your thinking, but your bank

account may also receive a boost.

Cash Awards
Toward

New Mules

For Canal

A former editor of "The Review"

recently visited Japan while on a

round-the-world trip. At our re- quest she prepared this report on

the new towing locomotives now

being built for the Panama Canal.

By Eleanor McIlhenny

Former Editor, The Panama Canal Review Tadamasa Yuki and Kyoji Ogawa, designers, inspect the mockup.

In six manufacturing plants scattered over some 700 miles on the main Japa- nese island of Honshu and in two modern steel and concrete office buildings

in the heart of Tokyo, the new towing

locomotives for the Panama Canal locks are gradually taking shape.

Already, a wood and composition

board mockup of the 34-foot machines,

complete to control levers and a guard

around the light in its cab, stands on a siding in a factory of Kisha Seizo Kaisha,

Ltd. (train manufacturing company) on

the outskirts of this sprawling city of more than 9 million. One end is boxed, as

it will eventually be sheathed in stainless

steel; the other has been left open to reveal the machinery within. Conforming exactly to the dimensions of the new mules—408.74 inches overall length

including bumpers, 150 inches tall, and

130.4 inches wide, including the cable

fair-leads, it is practically ready for inspection by a group of Canal en- gineers who are expected in Japan

within the next few weeks. At the present time, the mockup is tucked away in a corner of a lofty shop

building which looks for all the world

like the shops in the Balboa industrial

area, except that, unlike Balboa, ice forms on puddles in the yards on these

cold January mornings. By the time the Canal Zone inspection party arrives, it will be placed on a tilting platform to allow for close examination of everv part. Not far from the location of the mockup, work is under way on ears for Japa- nese railroads and equipment for Tokvo's subways. Some of the features

of the railroad and subway cars will be

incorporated in the Canal's new mules. The towing locomotives will be

assembled in this shed and tested

behind it, on 600 feet of track identical with that on which the machines will run to tow ships back and forth through

the locks. Some of the test track is coming from the Canal Zone—extras which could be spared from the locks; curved sections of the track, of which

there was none to spare, is being

manufactured here.

If all goes well, the first finished loco- motive will be assembled in June. If tests on this machine are satisfactory,

six locomotives will then be assembled

and shipped to the Canal Zone to be

tried out on the locks. The present target date for loading aboard ship is September 11, with installation in the Canal

Zone scheduled for early November.

Coordinating center for the construction of the towing locomotives is the Tokyo office of the prime contractor, Mitsubishi Shoji Kaisha, Ltd. (Three Diamonds—for their insigniaTrading Company), directly across a traffic-loaded 8-Iane boulevard from

the walled moat which surrounds the Imperial Palace grounds. Hatsuo (Oldest Son) Sasano, who

has the jaw-breaking title of Assistant Chief of the Rolling Stock Export Division, Machinery Export Department,

Mitsubishi Shoji Kaisha, Ltd., is the Japanese head of the Canal's towing

locomotive project. A slim, multilingual,

bespectacled man, he is a graduate of the Tokyo University of Commerce and

a veteran of 18 years with Mitsubishi. Two visits to the Canal Zone have made

him thoroughly familiar with the

Panama Canal's requirements for its new locomotives. Three times a week, the Panama

Canal's resident inspector for the loco- motives, Robert D. Donaldson, jr.. makes the 20-mile trip from his Yokohama headquarters through some of the

14 March 3, 1961
most frenzied traffic in the world to consult with Mr. Sasano on the progress

of the job. The other 2 days, Mr.

Donaldson works in the office in Yokohama provided by the U.S. Army

Procurement Agency; there he and his two Japanese assistants, one an engineer, the other a secretary, handle

correspondence and write reports. On at least 1 of their 3 Tokyo days, Mr. Donaldson and Mr. Sasano will confer with Juichi Kaku, director and

chief engineer of Tokyo Denki Seizo K.K. (Tokyo Electric Manufacturing

Company, Ltd.). Mr. Kaku's unusual

first name means "Market Place; an Abundance of Good Things," and reflects his parents' desire that he do well

in the world. He is a graduate of Carnegie Institute of Technology and holds

his master's degree from Worcester

Polytechnic Institute, in Massachusetts. His company is responsible for the

technical coordination of the manufacture of the locomotives. The job is considered so important that one

section of the office has been walled

off and a sign on its door says "P.C.C. Locomotive Engineer Center."

In the outer office, Mr. Kaku proudly

points out to visitors two mementos of the Canal—a Master Key certificate awarded during one of his three visits to the Isthmus and a wall hanging pur- chased on Central Avenue and depicting an old-style towing locomotive bustl- ing along a palm-edged lock wall. The hanging, he adds, will have to be updated when the new towing

locomotives go into use. Another regular stop for Mr. Donaldson and Mr. Sasano is the KSK plant

Mr. and Mrs. I. F. Mellhenny and

Hatsuo Sasano

with niockup.

where the mockup is located. Their

main contacts here are two graduates

of the Technical School of Nippon University, Kiyoji (Divine Second Son)

Ogawa, who has been with KSK for 20

years, and Tadamasa (Trustworthy

Person) Yuki, who has been with the company for the past 14 years. The conferences are invariably pre- ceded by coffee or tea, the pale green Japanese type, served in an attractive room where a handsome plate propped

up on a stand or an arrangement of three pine boughs in a cream and gray

pottery vase give a true Japanese touch

to the otherwise Western-stvle room. Other days, they may visit the

Yokohama works of Toyo Denki Seizo,

where the traction and other motors and the windlass machinery are being

manufactured. Or they may go to the Nagoya factory of the Mitsubishi Electric Manufacturing Co., which is turning out the circuit breakers for the towing locomotives.

Ten miles from Yokohama is Toyo

Denki Seizo's Totsuka works; there the

controlling equipment and the materials

for the windlasses will be assembled

and tested with steel-cored Japanese

cable which meets the specifications

R. D. Donaldson

and Hatsuo Sasano

at latter's office.

Juichi Kaku at his FCC office.

The Panama Canal Review 15
of the U.S. -manufactured cable which

will be used when the locomotives

operate on the Canal. Hut not all of Mr. Sasano's and Mr.

Donaldson's inspection trips keep them

so comparatively close to home.

Wheels and axles for the locomotives

are being made at the Sumitomo Metal

Co., in Osaka, about 300 miles southeast of Tokyo. This company is a subcontractor of Kisha Seizo Kaisha. A trip to Osaka entails a low, and usually very

rough, flight from Tokyo on a Japanese

airline which flies well out to sea to bypass 12,365-foot Mount Fujiyama.

Two hundred miles farther from

Tokyo than Osaka, but in the same

general direction, is the Mihara plant

ot Mitsubishi's Heavy Industries (Reorganized) where gears and gear boxes

and the air brakes for the locomotives

are being turned out. Mihara can be

reached by plane and train, or by train —an 11 -hour ride—on one of the crack

electric and steam railroads which

crisscross Japan. Considerably warmer

than Tokyo, Mihara verges on the

subtropical, Mr. Donaldson savs.

Complete view of the wood and composition-board mockup of new towing locomotive. The last of the Japanese factories which are participating in the construction of the towing locomotives, is How the Other Half Lives

While Mr. Donaldson is getting acquainted with Japan through his trips to the various plants where components of the towing locomotives are being

manufactured, his family is staying close to its home base, but also learning much of the country which is their temporary home.

The Donaldsons-Bob, Jean, Bert, John, and Rae Elizabeth-are comfortably

quartered in a two-family house in a Navy area in Yokohama called Bayview. From the front of the house, on a clear day, they can see Yokohama Harbor;

from the back they have a splendid view of Mount Fujiyama.

The houses in their neighborhood are scattered along'ridges, with undeveloped sections between, and enough of wildness has been left that partridges have appeared in the tall grass not far from their quarters. In Japan's cold winter weather, the grass is brown and the only color comes

from evergreens, but there are cherry trees not far away and all of the Donaldsons are anticipating the fabled beautv of a Japanese spring.

They are all studying Japanese-a study on which the senior Donaldsons

embarked even before they left the Canal Zone-and while none of them lays claim to fluency, they can say a few phrases, understand a few words and

read a few characters. The three young Donaldsons have found ample outlets for their energy rhey attend a Navy school not far from their house; its student body includes

all grades from first through high school and has overflowed from its original building to a dozen or more temporary classrooms in what was once a play- ground. So crowded has the school area become that the roof has been fenced

to make a recreation area. The boys belong to 'teen clubs and Rae Elizabeth had carried her interest

in Brownies-very junior Girl Scouts-to Japan. All of them have taken trips to areas around Yokohama with these groups. Mrs. Donaldson works with the Brownie troops and, when she can joins tours which the Navy arranges for the families in that section. One day recently she went to Tokyo to visit the U.S. Embassy and its offices. Other trips have

taken her farther afield-to the one-time capital of Japan at Kyoto, for instance The entire family has learned to like Japanese food and can manage to sit cross-legged on the floor for long stretches at a time. All of them yield to voun<r Rae Elizabeth, however, on the matter of chopsticks. She is more adept at handling them than either her parents or her brothers.

the Niigata Converter Co. plant. This

one, where the twin-disc-type clutches

are being made under license of TwinDisc Clutch Co., of Rockford, III., is at Kamo, 200 miles north of Tokyo.

Although Kamo is only a comparatively

short train ride from Tokyo, 4 hours or

so, the field trip to the factory there has

been one of the most rugged Mr.

Donaldson has made.

Kamo is in mountainous country,

where skiers flock by the thousands dur- ing the winter. They are more inured to the Japanese-type, unhealed hotels than

the Panama Canal's resident inspector.

While the fabrication of the various component parts of the locomotives is going on in these scattered plants, the

strain gage testing of a model of the frame design has already been completed successfully at the KSK plant

in Tokyo-the same plant where the

mockup stands. The tests were made on a steel frame,

built one-fifth size of the actual undercarriage and loaded with iron blocks. The stresses were reviewed by the Japa- nese National Railroad, which performs

functions similar to those of the U.S. Bureau of Standards.

Still on the drawing boards at Toyo

Denki Seizo's Totsuka works are the designs for the three cranes which are included in the towing locomotive contract. They will be built on frames

identical with those of the towing loco- motives, will have a lifting capacity of 14 tons with a radius of 13 feet. The cranes are to be built at TDS's

Yokohama works, and assembled and

tested at the same Tokyo plants

where the towing locomotives will be

assembled and tested. The first of the cranes will not be ready for about a year.

16 March 3, 1961
Ingenuity

Speeds

Welding

An ingenious application of two

welding devices in the Industrial Di- vision has reduced the time spent

rebuilding the worn surface of a ball

joint on dredging pipe from 24 hours

of welding time to 3 hours. In the past, when dredge pipe ball joints were reconditioned, the joint faces were built up by manual welding.

This was a tedious job, requiring

approximately 24 hours of welding per

face and including considerable re- positioning of the worn joint as the

welding progressed.

The Division has been making con- siderable use of its submerged arc welding head during the past year, but

this equipment normally moves down

a track placed above the material to be

welded and thus could only be used for straight welds. Porter McHan, foreman welder in the Division Boiler Shop, decided that

if the work could be held in a welding

positioner operated at the proper speed,

the submerged arc welding head could

be used to reduce labor costs consider- ably on the 80 ball joints which the

Division had to recondition. An old, manually operated welding

Fred Trout and helper operating combination welding rig on dredging pipeball joint.

positioner was overhauled and fitted with the necessary drive mechanism so

it could turn the work, then the welding

head was placed in a stationary position

and operated while the work rotated under it. Once the welding is started on a new piece, the only manual operation by the welder is the advancing of the work once per revolution. A

welder helper replenishes the flux in the conical hopper of the welding

head, then chips the flux coating from

the completed weld.

As indicated by the term "submerged

are," the arc of the welding head is continuously submerged in granular flux, making it unnecessary for the operators

to wear dark glasses. The submerged

arc also insures a high quality weld

without oxidation.

Still looking for improvements in the new method, the Indushial Division now is installing another positioner to make a second setup just like the first, then plans to put one welder in charge of both operations, thus obtaining further savings in the cost of reconditioning

the ball joints. As familiarity with the process develops, it is believed that many other applications for the equipment will develop. Industrial Division welders

already are planning to weld the

dredge pipe sections with this new

labor-saving process and are considering some other uses.

(Continued from p. 7)

ice, is 45 years of age, speaks little Spanish, and is from Virginia, one of the Middle Atlantic States. Running a close second to Mr. Weade

is Francis W. Werlein, a welder at Gatun Locks. He has the requisite

number of years of Canal service and

total Federal service, but is only 44

years of age, is a native of Minnesota,

and makes slightly more than the aver- age wage, although he has slightly

below the average amount of education.

Also, like the statistically "typical"

employee, he is not a second generation

Zonian, is married to a U.S. citizen, is male, speaks little Spanish, and has two

children, as close as it is possible to get

to the statistical average of 1 .85 children. Standing even with Mr. Werlein is Earl C. Keeney, clerk in the basement

vault of the Administration Building,

who has one more child than the stipulated two, 3 years more of Canal

service than the average of 13, is from

Michigan, and makes slightly below the average salary.

Although not "typical" on four points, Mr. Keeney is average in being a male,

not a second generation Zonian, married

to a U.S. citizen, having 13 years of education, and 16 years of Federal service, being 45 years of age, and speaking

little Spanish.

By extending the study somewhat

beyond the limits of the Personnel

Bureau survey, The Review discovered

that the men are poles apart on their

activities during nonworking hours,

thus indicating that even employees

who are near typical on several major

points cannot be considered "average"

in the sense that they are alike in all activities and interests. Mr. Weade, for example, describes himself as "a tinkerer" during his off- duty hours, fixing all kinds of things

around the house and doing much of his

own automobile work. He also is inter- ested in fishing, playing golf, and

making lamps for friends. Mr. Keeney, who admits to a liking

for the out-of-doors when he has the

time, is an accomplished organist and

for the past 12 years has been organist

and choir master at St. Luke's Episcopal

Church, a task which takes much of his otherwise off-duty time. Mr. Werlein's favorite spare-time

pursuits are fishing and lobstering, with an occasional hunting trip to change the pace a little. Just as the three near-tvpical U.S.

citizen employees of the Canal differ in their spare time interests, so do they

differ in their jobs with the waterwaylocomotive operator, vault clerk, and

welder—which only proves that it is difficult to reduce some 3,742 individuals in hundreds of different jobs

to a single common denominator, particularly when dealing with a group as versatile as Zone employees.

The Panama Canal Review 17
Engineer Frank Robinson and student John Finlason at Cut-widening.

Engineers for a Day Young Finlason and Project Engineer Charles Brandl.

A total of 21 students from Zone

high schools took advantage of the opportunity to be "engineers for a day"

last month and spent a day on the job

with various engineers, learning more

about what the profession involves

in the field. The "day" was sponsored by the

various engineers' associations on the

Isthmus as part of National Engineers'

Week, which was observed near the end of February. Purpose of the

"engineer for a day" program was to stimulate interest in engineering.

A number of the students taking part

in the day's program visited the Cut- widening project, while others visited other construction projects now being

carried out here. John Finlason, shown at the Cut- widening project, is typical of the

students who participated. Interested students also had a chance to hear a talk bv Ralph A. Tudor, well known civil engineer and a member of the Panama

Canal Company's Board of Directors,

during the week's events. Zone Floats in Carnival Parades

As Zonians joined in the observance

of Carnival last month, the high level bridge now being built across the Canal

at Balboa served as the model for identical Zone floats in the Carnival parades on both sides of the Isthmus. The floats, mounted on flatbed trailer- trucks, carried replicas of the bridge,

with crossed United States and Panama

flags on one end and flags of other

nations of the hemisphere on the opposite end, thus symbolizing the bridge's future role as a connecting link between

North and South America.

The Pacific-side float carried Queen

Mayra Maduro and members of her

court, all students at Balboa High

School, while the Atlantic-side float car- ried Queen Lesley Berger and her court,

all students at Cristobal High School. Carnival activities included a visit to Palo Seco Leprosarium by Canal

Zone Governor and Mrs. W. A. Carter

for the coronation of Reina de la Rosa Amapola as Queen Ernestina I, who was

crowned by the wife of Col. Erling S. Fugelso, Director of the Canal Zone

Health Bureau. Pacific-side Zone Carnival float gets finishing touches.

18 March 3, 1961
Onetime Baby Cradle Now Classroom Fixture

A replica of a Norwegian Viking ship, which 13 years age was the cradle of the son of Mr. and Mrs. O. E. Jorstad of Margarita, now stands with sail unfurled in room 13 of the South Margarita School, where Mrs. Jorstad serves as fourth grade teacher. Mr. Jorstad started making the ship cradle before his son was born and completed it when young Jon was 2 months

old. It served as the boy's cradle until he was old enough to climb out of it. The Viking ship is of authentic Norwegian design, including

a dragon figurehead and a steering paddle that really works.

Jon's initials are carved on the paddle. The original sail, centered with the fighting lion of Norway, was designed so it could be moved to keep the wind off the sleeping baby. Now,

after being renewed for the third time, the sail is stationary.

The dragonhead on the bow has been given his second set of teeth while the creature's tail also has had to undergo repairs since the Viking ship has been making trips as an exhibit in Cristobal High School's history classes. Disks along the sides of the ship bear Norwegian characters,

with the center one a king. After the disks were carved, Mrs.

Jorstad recalls, ingenuity and music combined for the achievement of a perfect painting job. Mr. Jorstad found he could

achieve the effect he desired by placing each disk on the turntable of his record player. As the disk revolved, it was painted

evenly and defdy.

The Viking ship, even though it was used as a cradle, is more than a simple piece of furniture. It proudly proved quite

seaworthy when given a sea water test, sans baby, of course. Both Mr. and Mrs. Jorstad are of Norwegian ancestry. Mrs.

Jorstad's parents were born in Norway, as were three older members of her family, although she was born in the United

States. Mr. Jorstad speaks and writes Norwegian and keeps in contact with relatives in Norway. In 193.5 he made a trip to Norway with the Concordia College Band of Moorehead,

Minn., and the old Viking ships he saw displayed there made a

lasting impression, which led to the making of the ship-cradle.

Although he holds a bachelor's degree in history, a bachelor's

Mr. Jorstad and son Jon pose with cradle modeled on Viking ship.

degree in music, and a master's degree in education with a major in music, he has a deft hand for designing and carving.

When Jon was young, Mr. Jorstad made many of the boy's

toys. Instead of a conventional rocking horse, for instance, Jon did his rocking on two swans. And his bed was a fourposter, surmounted by lions' heads right out of his grandfather's books on Norway, from which many of his father's designs stem.

Worth knowing

The Federal Joint Crusade to raise funds for CARE,

Crusade for Freedom, and American-Korean Foundation

started last month and will continue through April 8 under

the direction of Lt. Gov. John D. McElhenv, Chairman of the Governor's Council for Voluntary Giving, which is sponsoring

the drive in the Company-Government.

The fund-raising campaign is being conducted in all Zone

agencies, but no consolidated campaign organization has

been formed and no goals have been set. Similar campaigns

are being held simultaneously in Government offices and

installations throughout the United States.

A consultant from the U.S. Internal Revenue Service is visiting the Panama area February 20 through April 14 to advise U.S. citizens about their 1960 income tax returns. The consultant will be available for interviews at the fol- lowing locations: February 27 to March 10, and March 27 to April 14, in Room 207A, Civil Affairs Building, Ancon. Telephone Balboa 2303 for appointment.

March 13 to 24, in Room 312, Administration Building,

Cristobal. Telephone Cristobal 2765 for appointment.

A group of prominent U.S. Army engineers associated with

the design work on modification of the Canal locks and related

studies dealing with ways to reduce the time which lock lanes are out of service during periodic overhauls, visited here

several days during February.

During their stay they conferred with Canal engineers on

the projected changes and inspected the Gatun Locks, where

an overhaul was in progress. They also inspected the Pacific Locks and discussed ways of improving corrosion control

at the locks. The visitors, who came from the U.S. Army Engineer

Districts of Omaha and Seattle, were joined here by Maurice

N. Quade, a consultant from the firm of Parsons, Brinkerhoff,

Quade & Douglas.

Those from the Omaha District were Edward Soucek, Chief

of the Civil Design Branch; Curtis L. Craig, Assistant Chief

of the Special Studies Unit; Aaron H. Bauman, Chief of the

Structural Design Section; Asa B. Shannon, Assistant Chief

of the Engineering Division of the Missouri River Division; and Franklin S. Brown, Chief of the Engineering Division of the North Pacific Division. Representing the Seattle District were Frank Louk, Assistant Chief of Civil Design; Harvey L. Miller, Jr., Chief of Civil Design; and Sydney O. Steinborn, Acting Chief of the Engineering Division.

The Panama Canal Review 19
ANNIVERSARIES-

(On the basis of total Federal Service)

EFING A

T1PN B

Gomlz

] \

Thompson

Telephone Instrument Repairman

CIVIL AFFAIRS BUREAU

Herbert Newhouse

Police Private

CENTRAL EMPLOYMENT

OFFICE

Otto W. Helmejfchs, Chief

Anthony R.

Supervisory' Civil Engineer

HEALTH BUREAU

William F. Grady

Supervisory Pharmacist

MARINE BUREAU

Leo J. Eberenz

Supervisory Storekeeper

Joseph J. Riley

Leader Lock Operator

Machinist

ugustine

t Oiler

Agustin Castillo Exterminator

SUPPLYANp COMMUNITY

VJCE BUREAU

oran

Supervisory Supply Assistant

TRANSPORTATION AND

TERMINALS BUREAU

Ernest F. Hay

Clerk John B. Monrose

Motor Vehicle Dispatcher

OFFICE OF THE

GOVERNOR-PRESIDENT

Paul M. Runnestrand

Executive Secretary, Canal

Zone Government

Executive Assistant to Pres- ident, Panama Canal

Company

CIVIL AFFAIRS BUREAU

M. L. McKenzie

Dressing Room Attendant

Estella V. A. Moore

Laborer Cleaner ENGINEERING AND

CONSTRUCTION BUREAU

Benjamin Suisman

Supervisory Construction

Inspector Robert G. Laatz Maintenance Engineer

Quentin R. Cooper

Engineman

Alphonso A. Cox

Oiler Pascual Gil Debris Control Leader Laurence R. Ismay

Carpenter

Domingo De Gracia Leadsman

Edmond C. Elliot Clerk-Typist Arthur C. Roach

Maintenanceman

Frank A. Anderson, Jr. Plumbing Inspector

Evaristo Reina

Heavy Laborer Everad F. Pile General Helper

Archelaus E. Evans Seaman

Eulalio Urrutia Furniture Repairman

Jasper Wilmoth

Helper Marine Machinist Paree L. Roland

General Foreman, Public- Works

Wilfred W. Allen Helper Electrician Eurie B. Boyce

Floating Plant Foreman

Fred Engel

Sheetmetal Worker

HEALTH BUREAU

Walter A. L. Keene

Clerk

Alick D. Bell Nursing Ass Mavis D. Gr

Nursing A

Pedro Cuevas

Heavy-Pest Control Clementina Johnson

Medical Tech

Sydney O. Wh;

Chauffeur MARINE BUREA

Gonzalo Ortega

Leader Boatman

S. Vallafranco Helper Lock Operator

John M. Wheaton

Towboat or Ferry Master George F. Husted

Boilermaker

OFFICE OF THE

COMPTROLLER

L. L. Prendergast

Bookeeping Machine

Operator

Helen R. Sestito Time, Leave, and Payroll Clerk COMMUNITY

UREAU

Alexander Rienks

Elevator and Crane Inspector Richard T. Bailey

Guard

Manuel D. Galvez Launch Seaman

John E. Borden

Machine Operator

Baymond R. Simpson

Babbitman

Arthur Holder

Oiler George H. Waithe

Toolroom

Magin L. Navarrete Helper Lock Operator

R. L. Pennington

Lead Foreman Maintenance

Machinist

_ Head

Lilian Johnson

Sales Checker Verena B. Nicholas Clerk Kathleen D. Allwood

Utility Worker

Thelma G. Lowe

Retail Store Supervisor Muriel T. Gibbs Counter Attendant

Jose V. Mero

Baker Ana Bremner Tonge Garment Presser Richard Ford

Timekeeper

Clifford Jemmort

Leader High Lift Truck

Operator

Olvin I. Campbell

Sales Checker

Toribio Pineda

Laborer Cleaner

Irene Waterman

Meat Packager

William J. Green

Automotive Equipment

Serviceman Lorenzo Rojas Laborer

Lionel R. Worrell

Storekeeping Clerk

Beatrice L. Douglas

Cash Clerk

Benito Salazar Cemetery Worker

Adrian A. Watson

Gardener

Clara B. Belle Counter Attendant Levy Beekford

Sales Clerk Daisy Clarke

Sales Clerk Leonard W. Collins Warehouseman

TRANSPORTATION AND

TERMINALS BUREAU

Gerald A. Cargill

Brakeman

Julio C. Gongora

Guard

Eric A. Bennett Heavy Laborer

Victor Allen Helper Automotive

Machinist

Lionel I. MacPherson

General Foreman, Ship Cargo

Operations Ezra J. McClair

Truck Driver Samuel Brathwaite Truck Driver Noel J. Morgan

High Lift Truck Operator

20 March 3, 1961
PROMOTIONS AND TRANSFERS

Employees who were promoted

or transferred between January 10

and February 10 are listed below.

Within-grade promotions and job

reclassifications are not listed. ADMINISTRATIVE BRANCH

Rena L. Givens, Clerk-Stenographer, from Motor Transportation Division. CIVIL AFFAIRS BUREAU

Division of Schools Mary F. Darden, Ana C. Stearns, to Ele- mentary and Secondary' School Teacher. Mary K. Roberts, to Recreation Leader.

Postal Division Thomas L. Sellers, to Assistant Foreman,

Mailing Division. Eugene Breakfield, to Relief Supervisor,

Cristobal. James K. Bedsworth, to Finance Branch

Superintendent.

OFFICE OF THE COMPTROLLER

William H. Lovell, Robert B. Samuels,

Bookeeping Machine Operator, from

Gorgas Hospital.

ENGINEERING AND CONSTRUCTION

Frank H. Dibble, to Operator-Foreman

Mechanic, Electrical Division. Epifanio Perez, to Surveying Aid, Engineering Division. Dredging Division Louis Brownie, from Heavy Laborer,

Supply Division, to General Helper.

January 10 through February 10

Maintenance Division Waldo B. Gilley, to General Foreman,

Public Works. Wilbur B. Fall, to Leader Welder. Arthur L. Lubinski, from Lock Operator Machinist, Locks Division, to Maintenance Machinist.

Gilbert N. Prescott, to Leader Asphalt or Cement Worker. MARINE BUREAU

Navigation Division Arthur W. Habeek, Ralph C. Plummer, to Probationary Pilot. Jose G. Agostini, to Floating Plant Oiler. Julian A. Sanchez, to Seaman.

Locks Division

Burris J. Rice, to Supervisory Storekeeping

Clerk. Charles W. Hammond, to General Foreman

Painter. Lamar M. Lavender, to Lead Foreman

Carpenter.

McNair C. Lane, to Lead Foreman Painter. Leavell F. Kelly, to Lock Operator Engine- man, Hoisting and Portable.

Julia J. Holmes, Henrietta G. Winklosky,

to Time and Leave Supervisor.

Antonio Castro, to Maintenance Painter. Industrial Division Donovan I. Geyer, from Engineman,

Maintenance Division, to Maintenance

Machinist. Vernon Forbes, to Helper Rigger.

SUPPLY AND COMMUNITY SERVICE

John II. Stevens, to Accounting Assistant.

Louise Young, to Accounts Maintenance

Clerk. Rosita V. Gordon, to Sales Clerk. Rupert L. Neblett, to Clerk-Typist. Lovell L. Ledgister, to Pantryman.

Blakely Ford, to Laborer Cleaner. Wilbert A. Bailey, Kenneth G. Clement,

to Laborer. Bysy Mapp, to Produce Worker. Gene R. Griffith, to Counter Attendant. Livingstone M. Elliott, to Heavy Laborer. TRANSPORTATION AND TERMINALS

Mendocia Pomare, to Helper Liquid Fuels Wharfman.

Carlos Ballon, to Liquid Fuels Gauger.

David Matheus, Domingo Renteria, to Ship Worker.OTHER PROMOTIONS

Promotions which did not involve

changes of title follow: Lawrence Barca, Jr., General Engineer, Locks Division. Adolph Belden, Supervisory Clerk, Locks

Division. Leo J. Eberenz, Supervisory Storekeeper, Locks Division.

J. Douglas Lord, Supervisory Storekeeping

Clerk, Locks Division. Ida M. McDade, Public Health Nurse, Coco Solo Hospital.

Earl T. Gittens, Timekeeper, Locks

Division. Antonio Castillero, Martin Dominguez,

Joseph W. C. Haig, Jose Ortega, Daniel G. Roper, Pharmacy Helper, Gorgas

Hospital.

(Continued from p. 5)

telet\jje circuits to Lima, Peru; Miami,

Fla.; Curacao, N.W.I.; and Tegucigalpa, Honduras. Landline teletype circuits connect the major airline offices in Pan- ama with the IFSS installation, while

similar landlines provide circuits from

the IFSS to Tocumen International Airport, Albrook Air Force Base, and the Air Defense Control Center at Fort

Clayton. Radiotelegraph circuits are maintained with stations in Costa Rica,

Nicaragua, Colombia, and Ecuador.

To keep all services in operation 24

hours a day, even day of the year, the IFSS has both operating and mainte- nance personnel on duty around the

clock at the Civil Affairs Building, the Chiva Chiva receiver site, and the

Corozal transmitter site. The IFSS here maintains the same

organizational structure which exists throughout the FAA, with two divisions of equal status making up the station, which operates under the control of the Fort Worth, Tex., regional office of the FAA. The 133 employees of the IFSS

here are split between the Air Traffic Management Division and the Facilities and Materiel Division. The Air Traffic Management Division, personnel of which actually operate

the equipment of the station, is headed

by Station Chief John C. Nolan and

includes Assistant Station Chief James

L. Dalton, a training officer, an administrative assistant, a clerk-stenographer, 5 watch supervisors, 41 journeyman air

traffic control specialists, 5 supervisory

teletypists, and 25 teletypists.

The Facilities and Materiel Division, personnel of which maintain all equipment for the station, is headed

by Airway Technical District Supervisor Thornton A. Stepp and includes Assistant District Supervisor Clifton

A. Howell, Airway Technical Field

Office Chief Walter Grow, 5 senior

electronic maintenance technicians, 21

electronic maintenance technicians, a

clerk-stenographer, a housing manager,

a clerk-typist, 4 mechanics, and 16 employees engaged in grounds and

building maintenance.

Approximately 280 persons will be

housed in the 120 housing units now

slated for construction at Cardenas Vil- lage, including approximately 150

adults and 130 dependents under the age of 21. Among those who will be

moving into the new community, in addition to those from Rousseau, will be FAA employees and their dependents now living in Ancon, Cocoli, and Balboa.

With FAA personnel moving into the new community from the several communities in which thev now reside,

many of them will be new neighbors to each other and will have to get ac- quainted among themselves to some

extent, at the same time as they are widening their acquaintanceships with

other Zonians.

The new community includes a variety

of different type housing units. These now include 16 bachelor apartments, 32

two-bedroom duplex apartments, 36

three-bedroom duplex apartments, and

6 three-bedroom cottages. Still to be

built are 4 bachelor apartments and 26

three-bedroom duplex apartments. An

additional 50 housing units may be

built after those slated for this year

are completed.

After years of living in scattered areas, the FAA personnel moving to Cardenas

Village are looking forward to being

located in the same community and

nearer to the major housing and service areas on the Pacific side of the Isthmus. They also are looking forward to widening their circle of friends and acquaintances, just as other Pacific-side Zonians

are looking forward to welcoming and

meeting the first residents of the Zone's newest community—Cardenas Village.

The Panama Canal Review 21
CANAL

50 Years Ago

An initial expenditure of 83,000,000 was authorized by the U.S. Government 50 years ago this month for the

fortification of the Panama Canal. The

money was to be used for construction

of seacoast batteries and the purchase

of cannon for coast defense. The work

was to be done under direction of the Isthmian Canal Commission.

Work was begun on the first in a series of reinforced concrete docks

proposed in the anchorage basin at Balboa. By March 1911, the Pacific en- trance of the Canal was completed from

deep water to a point opposite the

Panama Railroad wharf at Balboa, a distance of about 5 miles. The Atlantic entrance of the waterway was completed

HISTORY

to its full width of 500 feet as far as the French canal, which was more than 5 miles inland from deep water in Limon Bay.

A disastrous fire swept Colon on March 23, 1911, destroying 10 city

blocks, and several Isthmian Canal

Commission buildings situated on the Mount Hope Road. The fire was said to have originated in a frame building on

13th Street in Colon. Sailors from the U.S.S. Paducah, which was at anchor

in the harbor, assisted the Colon fire- men and volunteers in checking the fire by helping to remove buildings in the path of the fire. Several houses in Cristobal were blistered by the heat. 25 Years Ago

The new treaty between Panama

RETIREMENTS

Retirement certificates were pre- sented at the end of February to the employees listed below, with their birth- places, positions, years of Canal service and future residence.

Stanford E. Allen, Jamaica; Maintenance- man, Electrical Division; 19 years, 4

months, 2 days; Panama.

Dorius A. Amedee, St. Lucia; Stockman,

Supply Division; 40 years, 11 months,

15 days; Colon. Lenard A. Archbold, Old Providence;

Crane Hookman, Industrial Division; 30

years, 4 months, 1 day; Colon. Walter E. Benny, Brooklyn, N.Y.; Mechanical Supervisor, Power Branch, Electrical Division; 39 years, 8 days; Florida. Kara Bhagat, Punjab, India; Dock Man,

Terminals Division; 30 years, 1 month,

20 days; Panama.

Benjamin D. Bruce, Barbados; Boatswain,

Marine Bureau; 41 years, 7 months, 6

days; Colon. Guillermo Caballero, Panama; Locks

Helper; Pacific Locks; 41 years, 1 month,

22 days; Panama.

Oliver C. Culp, Mammoth Springs, Ark.; Lead Foreman Plumber, Maintenance

Division; 27 years, 8 months, 26 days;

Florida. Capt. William C. Hearon, Brooklyn, N.Y.;

Pilot, Marine Bureau; 25 vears, 7 months, 29 days; Staten Island, N.Y. Genaro Hernandez, Spain; Lead Foreman,

Industrial Division; 42 years, 7 months,

23 days; Panama.

John Joseph, Demerara; Office Appliance

Operator, Transportation and Terminals

Bureau; 49 years, 8 months, 22 days, Puerto Pilon. Donald W. Journeay, Tottenville, N.Y.; Construction Inspector, Contract and

Inspection Division; 20 years, 9 months,

10 days; Isthmus for present.

Mrs. Bonita Kadoch, Bessemer, Mich.;

Assistant Chief Dietitian, Coco Solo

Hospital; 11 years, 10 months, 14 days; Isthmus. Bandolph Lashley, Panama; Roofer, Maintenance Division; 31 years, 6 months,

10 days; Panama.

Leoncio Lara, Panama; Ship Worker; Terminals Division; 14 years, 7 months, 21

days; Panama. Domingo Lasso, Panama; Guard, Railroad

Division; 30 years, 10 months, 14 days; Panama.

James E. Lawson, Troy, Ala.; Auditor, Internal Audit Branch; 20 years, 10 months, 3 days; California. Ranchod Manga, Bombay, India; Dock

Laborer, Transportation and Terminals

Bureau; 19 years, 10 months, 14 days; Panama. Manuel Navarro, Colombia; Janitor, Division of Schools; 28 years, 6 months, 22

days; Panama.

Gerald O. Parker, Manchester, Ind.; Supervisory Steward, Gorgas Hospital; 17

years, 7 months, 23 days; Florida. Manuel Perez, Panama; Dock Laborer,

Terminals Division; 17 years, 5 months, 4 days; Panama.

Nicolas R. Salamanca, Panama; Leader

Boatman, Locks Division; 43 years, 6

months, 18 days; Panama. Gregoria E. Salinas, Panama; Laborer, Health Bureau; 31 years, 5 months, 26

days; Panama. Damaso Soli's, Panama; Dock Employee;

Terminals Division; 14 years, 4 months, 5 days; Panama.

John A. Wallace, Jamaica; Laborer Leader,

Electrical Division; 44 years, 10 months, 25 days; Panama.

Cuthbert S. Worrell, Barbados; Painter,

Industrial Division; 26 years, 6 months, 5 days; Panama.

Ralph H. Walker, Urbana, Ohio; Clerical

Assistant, Railroad Division; 26 years, 5

months, 13 davs; Texas.

and the United States was signed in Washington 25 years ago this month.

Designed to settle United States and

Panama relations on an harmonious

basis, the new treaty provided for the abrogation of article 1 of the 1903

treaty, whereby the United States guar- anteed the independence of Panama. It also provided for an increase of the Canal annuity from §250,000 to $430,000, retroactive to 1934. The first steps in the construction of a road across the Isthmus were taken when, under terms of the new treaty, the Panama Railroad waived its exclu- sive right to establish a road across

the Isthmus. The treaty was lauded by newspapers

in the U.S. and Gov. Julian Schley

stated that the Canal Zone administration would do its utmost to carry out

the provisions of the new convention.

Visitors during the month of March

1936 included H. H. Woodring, Assist- ant Secretary of War, who came here

to inspect the Canal, and Miguel M.

Gomez, President-elect of Cuba.

10 Years Ago

A well known Canal Zone custom changed 10 years ago when retail stores suspended the use of coupons for purchases. Ancon Commissary was selected

for testing the change and cash sales were made there for the first time in March 1951. The old commissary

coupons had been used in the retail stores since 1905. Meanwhile, a program was started under which Canal officials made trips to the interior of Panama to investigate the possibilities for increasing Canal

purchases of Panama agricultural, dairy,

meat, and forest products. In Washington, President Truman

issued an executive order which author- ized the Canal Zone Governor to enforce strict safety regulations to safeguard the Isthmian waterway. The

order included authority to search

vessels and harbor facilities. One Year Ago

Near the end of last March, a §6.5

million dollar contract for widening

Empire Reach was signed bv Gov.

W. E. Potter with representatives of Foster Construction Co. and Williams

Brothers Co. As part of the plan for improving Canal facilities, the job was

one of the most important for which a contract was awarded during 1960.

22 March 3, 1961
© CIVIL DEFENSE

NEWS

Some question has been raised con- cerning the significance of the Civil

Defense public warning signals. The

difficulty is apparendy one involving

terminology rather than a failure on the part of the public to understand the

signals themselves.

Until 1955, there were three Civil Defense signals: Alert, Take Cover, and

All Clear. But in March of that year, the All Clear signal was abolished,

leaving the Alert signal, a steady blast 3 to 5 minutes long, and the Take Cover,

a wailing tone or series of short blasts 3

minutes long, which are the only ap- proved signals at this time. Both are public action signals.

The Alert signal does not mean alert for an impending attack, but alert to

act, or alert for instructions and infor- mation. This signal, in fact, may be

heard following an attack as well as prior to an attack. The Alert signal means: act according

to the civil defense emergency operations plan of the community. In some

target areas in the United States, this signal will indicate an evacuation. In

others, it means that Civil Defense

forces are to mobilize. In the Canal

Zone this signal means that an enemy

attack is expected and that all radios should be tuned to the Caribbean

Forces Network (CFN) at 790 and

1420 kilocycles on the radio dial for information and instructions. If the Civil Defense forces are to mobilize, orders

to do so will be given over the radio.

If the signal is sounded after the Take

Cover, and thus after the attack, infor- mation will be given as to whether to remain under cover or to evacuate and

seek shelter elsewhere. In the event that CFNT is not operable, everyone

should remain under cover until instructions are received by person-to-person

contact with Civil Defense personnel,

wardens, police, or by public address. The Take Cover signal means that an attack is imminent and that everyone

should take the best available shelter as quickly as possible. At home, shelter should be taken in the strongest structural part of the house, and needless to say, away from windows or below

window level. At work, employees

should go to their assigned shelter area, or the designated shelter area in publicbuildings. If outside, it is imperative to get off the streets into some indoor

shelter. If in a car, the windows should

be rolled down and the occupants

should recline on the seats.

How Well Could You

Meet These Accidents?

How well you handle an emergency

often determines life or death. The ex- perts say most persons facing a crisis develop the uncanny ability to do

exactly the wrong thing. They follow blind instinct that demands speedv

action. Such impulsive action may seem

normal, sometimes heroic, but it's also deadly. The\T point out that to save

yourself or another you must often contradict normal inclinations. Imagine you were faced with these situations. What

would you do and how does it compare

with the answer?

Problem: Your car plunges into a lake

or river. Answer: Sit there calmly—sometimes

for as long as 15 minutes—until the car

floods enough to equalize inside and outside pressures on the doors. Then take

a deep breath from the pocket or ribbon

of air that usually remains in a sub- merged car, open the door and float easily to the surface. Problem: A fellow worker, handling

a strong acid such as sulfuric, squirts some in his eye. Answer: To prevent blindness, concentrate on two things: getting a doctor and washing out the acid. Make the person lie down and pour cupful after cupful of water into the inner corner of the eye. Then cover the eye with a

sterile gauze pad.

Problem: You fall overboard without a preserver and far from shore. Answer: Repress the urge to keep

your head constantly above water. Since

the head weighs about 15 pounds, such

efforts lead to exhaustion and drowning.

,—ACCIDENTS

FOR

THIS MONTH

AND

THIS YEAR

JANUARY

ALL UNITS

YEAR TO DATE

Relax, let your head go under and

periodically surface for air. Persons using this "drownproof" method devel- oped by Coach Fred Lanoue of Georgia

Tech, have stayed afloat for 8 hours

in high waves. Problem: You're driving along a highway at 60 m.p.h. when an approaching

car pulls out to pass, misjudges the distance, can't make it, and comes

speeding straight toward you. Answer: In this trap, vour only out

is to avoid a head-on-crash—the most

deadlv of traffic accidents. Apply your

brakes gradually—not abruptly or you'll lose control—and drive off the right side

of the road. Sure, you may hit something, but with much less force. One

man, facing this situation, went off the

road, completely through a billboard and into a tree—and came out alive. "Never suffer a head-on collision if you

can possibly avoid it," say experts. Problem: A member of your family

is injured and you must use your car to get the person to medical help. Answer: Unfortunately many a man

in a crisis transfers his demand for fast action to an automobile. If you're ever tempted, remember the man whose

voung son was slightly injured in a minor traffic accident. The father piled

the boy in the back seat and took

off for the hospital—too fast to avoid

a car crawling through an intersection. The boy was hurled to the pavement

and killed. All of which proves: In an emergency, think first, act later. Follow your

first impulse and it is likely to kill you

or the person you're trying to help.

FIRST AID

CASES

61 '60

(322) "°

535

(322) 250

DISABLING

INJURIES

•61 '60 13 11

13 11

DAYS

LOST

•61 '60 97 63

97 63

( 1 locks Overhaul injuries Included In >tal

The Panama Canal Review 23
New Cargo

SHIPPING

Vessels

Making her maiden voyage from the United States east coast to the Far East, the new turbine-powered cargo, vessel Eurybates of the Marchessini Lines

arrived at Cristobal February 12 and

made the transit south the following day.

The 13,105-deadweight-ton vessel is the third of four sister ships built at Bremerhaven, Germany, for the Marchessini express service linking Canadian

and United States ports with the Far

East. The Eurymachus and the Euijlochus already have been commissioned

and a fourth, the Eurygcnes, is expected

to join the fleet this year. The ships have several new features,

including a new type of heating system

for vegetable oil tanks, and an unusual

maneuverability, which makes them able

to apply 75 percent of their forwaVd

power in reverse. The vessels fly the Greek flag and are manned by Greek

crews. Payne & Wardlaw have been

named agents for the line at the Canal. Philippine Line Service

The Philippine President Magsaysay, fourth in a series of seven new

cargo liners being placed in service on

a new direct express run between the United States east coast and the Philippine Islands, is due to pass through the Canal on her maiden voyage early

this month, according to her agents, C. Fernie & Co.

TRANSITS BY OCEAN-GOING

VESSELS IN JANUARY

I960 1961 Commercial i 902 893

U.S. Government 19 15

Total 921 908

TOLLS"

Commercial $4,150,339 $4,451,077

U.S. Government 61,268 71,818

Total __ $4,211,607 $4,522,895

CARGO (long tons) Commercial 4,871,727 5,072,633

U.S. Government 55,696 73,447

Total __ 4,927,423 5,146,080

* Includes tolls on all vessels, ocean-going and small

The ship was preceded by the Philippine President Quezon, which made her maiden voyage in January, and by the Philippines and the Philippine Presi- dent Quirino, both of which transited

in February.

Owned by the United Philippine

Lines, the new vessels have a speed of 20 knots and will be run on a regular

schedule, sailing every 15 days from

United States east coast ports to Manila,

Hong Kong, Cebu, Iloilo, and Japan.

On westbound voyages, the ships will not stop at gulf or United States west

coast ports, and will make the run from

New York to Manila in 29 days.

Shown making a tandem

lockage southbound through

the west lane of Gatun Locks

while the east lane was un- dergoing overhaul are the banana carriers Tsfat and Anaqua on their way from

Florida to Ecuador to load bananas. The two ships were one of two tandem lock- ages through Gatun on February 2, the day that the lower chamber of the west

lane was operated on a short chamber basis while repairs were made to a damaged

west lane sea gate. The

Tsfat, owned by the Zim

Israel Lines, and the Panama-flag Anaqua make more

than 40 trips a year through

the Canal on a service be- tween Florida and Ecuador

and are among the three or four ocean-going ships which

use the waterway most fre- quently. Both are represented here by L. K. Cofer.

Unusual Cargo Transits

A 440,000-pound plate mill housing

for a Japanese steel company was carried through the Canal recently aboard

the Kiyokawa Maru of the "K" Line. The steel structure, measuring 35 feet long and 15 feet wide, was manufactured at the Youngstown, Ohio, plant

of the United Engineering Co. According to the New York Shipping

Digest, the plate was transported by

the Pennsylvania Railroad to its New

Jersey yards on a specially built,

32-wheel car. The car was run aboard

a railroad car float and moved to the New York Naval Shipyard in Brooklyn,

where it was unloaded. The hammerhead crane in the Navy yard, the only

facility in the New York harbor able to handle such a weight, loaded it aboard

the Japanese ship.

Central America Service

Another shipping line to add west

coast Central America ports to its itin- erary is the Zim Israel Navigation Co., which has five ships on a service from

Haifa and Mediterranean ports through

the Panama Canal to the United States west coast and Canada. The ships take cargo at the Isthmus and ports in Central America, when available, on both

outward and homeward voyages. Inaugurated 8 months ago by the

air-conditioned Nahariya, the service now is operating on a monthly basis. The Nahariya, due here again March 8, makes the Haifa, United States west

coast run, together with the freighters

Yehuda, Rcik, Banhohn, and Dagan.

United Fruit Co. represents the vessels

at the Canal.

Panama Line

Sailings

FROM NEW YORK

Ancon March 7

Cristobal.. __ March 16

Ancon March 24

Cristobal April 5 FROM CRISTOBAL

Cristobal March 8 Ancon March 15

Cristobal.. March 24

Ancon April 1

24 March 3, 1961


3 1262 00041 5843

DATE DUE

LATIN AMERICA

DUE RETURNED

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