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HAROLD R. PARFITT

Col ."rnor-Prcsident

JAMES H. TORMEV

Lieutenant Governor FRANK A. BALDWIN

Panama Canal Information Officer

SUMMER 1978

Official Panama Canal Publication

WILLIE K. FRIAR

Editor

Writers Vic Canel, Fannie P. Hernandez,

Dolores E. Suisman, Vicki Boatwright

Review articles may be reprinted without further clearance. Credit to the Review will be appreciated.

The Panama Canal Review is published twice a year. Yearly subscription: regular mail $2, airmail $4.

For subscription, send check or money order, made payable to the Panama Canal Company, to Panama Canal Review, Box M, Balboa Heights, C.Z.

Editorial Office is located in Room 100, Administration Building, Balboa Heights, C.Z.

Canal watchers—those who visit the

locks regularly to take a look at

the passing parade of ships—know

that traffic has taken on a different look. Even a casual observer must have

noticed the large number of heavily

laden oil tankers passing through

the waterway.

Oil from the North Slope of

Alaska has reached the Canal and in

this issue we are featuring a story on how the merging of the Alaska pipeline

with the Panama Canal has become

a temporary solution to the problem

Credits: The following individuals and companies have contributed to this edition of the Review:

C. Fernie ir Co., agents for SOHIO at

the Canal; the Overseas Shipholding Group;

Jack Ott, of "The Sohian," the Alyeska

Pipeline Service Co.; Duncan Beardsley, Vice President, Royal Cruise Line; and

captains and crews of the "Overseas Chicago,"

the "Maryland," and the "Renown." Special credit

for panoramic views of the Canal Zone and

for layout assistance goes to Mel Kennedy, and to Kevin Jenkins, who photographed the entire

I oyage of the "Overseas Chicago." Other photographers, whose work is included are Arthur L. Pollack, Don Goode, and

Alberto Acevedo. Map and graph are by

Carlos Mendez.

In This Issue

of moving the oil to the Gulf and

East Coast ports of the United States.

Along with the tankers, Canal

observers probably have noticed

the increase in the number of cruise

liners. Much new air/sea cruise

business has been generated by

the Panama Canal being in the news

spotlight throughout the past year

as a result of the Treaty negotiations

and this issue contains a collection

of recipes from these luxurious ships.

On The Cover

The Trans Alaska Pipeline, the Overseas Chicago entering Miraflores Locks

and the Chicago moving up the Mississippi River, appear on the front

cover. On the back, the Overseas Chicago leaves Valdez in Alaska laden with North Slope oil. Front cover

photos are by Kevin Jenkins. The back

cover was provided by the Overseas

Shipholding Group.

Also in this issue is the story of the

Canal's watercraft, which plays such

a vital role in the movement of

ships through the waterway.

At right: Tlie "Overseas New York,"

which broke the cargo record for

the Panama Canal when she transited in

April with 64,603 long tons of oil,

passes the "Overseas Chicago."

The new treaties governing the

future operation and defense of the Panama Canal were signed bv

the United States and Panama in a ceremony at OAS headquarters

in Washington on September 7, 1977. They were approved by

Panama in a plebiscite on October 23 of that year and the U.S. Senate gave its advice and consent to their ratification in March

and April 1978. The new treaties are scheduled to go into effect 6 months after the exchange of

ratification instruments between

the two governments becomes

effective. Panama would then as- sume plenary jurisdiction over what is now the Canal Zone,

although U.S. police and courts would retain limited authority for

a 30-month transition period.

Summer 1978
.••': -*•••-

L

i^nlwmiiiiiiiipiiwiMiiii'i
The Panama Canal

Oil from the Arctic travels through

the tropics as the Panama Canal and the

Alaska Pipeline merge to move North Slope

oil to U.S. East and Gulf ports

Bv Willie K. Friar

The Aluska Pipeline stretches 800 miles from Prudhoe Bay on the Arctic Ocean tu Valdez, tin ice-free port.

Map of North Slope oil route with

sfiips positioned in Parita Bay.

THERE ARE 1,191,299 BARRELS

of North Slope crude oil in the Panama Canal at this moment." This statement from Canal officials on

April 28 announced the movement of the biggest shipment of Alaskan oil to

transit the Canal at one time. The oil, equal to the total amount of

fuel consumed in the Canal Zone each

vear for the generation of electricity, was aboard the Overseas Alaska, the Overseas Arctic, and the Overseas New

York all northbound en route to U.S

Gulf ports. Laden with 64,603 long

tons of oil, the Overseas New York set an all time high cargo record for the Canal.

It was on June 20, 1977 that the

Summeii 1978
onnection

Alaska oil first entered the pipeline at Prudhoe Bay on the Arctic Ocean. This

marked the completion of the largest

engineering project ever undertaken by

private enterprise.

Crude oil began gushing into the big

pipeline at 300,000 barrels per day. It required 9.4 million barrels of oil just

to fill it and it was a month before the

first oil emerged from the pipeline at Valdez Marine Terminal. In the fol- lowing weeks, the movement of oil reached 600,000 barrels per day and

gradually was raised to 1.2 million

barrels. It now takes about a week for

a barrel of oil to make the 800-mile

trip from the North Slope through the pipeline to Valdez.

Construction of the Pipeline

Those acquainted with the problems

involved in the construction of the Pan- ama Canal have a special appreciation

for the successful completion of the trans-Alaska Pipeline. Few engineers

have ever been faced with such for- midable complications of climate, ter- rain and government regulations as those encountered in the building of

this pipeline.

Designers, choosing the route for the

pipeline, had to figure the best way to cross three mountain ranges, how to cope with problems of potential earth- quakes, protection of wildlife, permafrost, and the heat generated bv the flow of warm oil at temperatures of 130 to 140 degrees Fahrenheit through

pipes erected over frozen ground.

There were streams that crossed the

route on an average of one each mile

and the migration paths of caribou had

to be considered as well as the salmon

spawning streams and the nesting sites of birds along the routes. Although oil was discovered at Prudhoe in 1968, it was not until April 1974

that construction began on the 358-mile

road between Prudhoe Bay and the Yukon Biver. As soon as the road was

completed, the pipeline work began in earnest with more than 22,000 persons engaged in the construction work.

A monument to 20th-century tech- nology, the pipeline construction re- quired less than half the number of

The Panama Canal Beview 5

The "Overseas Joyce," which is almost 103 feet in the beam and 736 feet long, moves through Caillard Cut en route from Parita Bay to

the East Coast of the United States with a cargo of Alaska crude oil.

workers required to build the Panama

Canal. The Alveska Pipeline Service Co., which is the firm responsible for the

design, construction and operation of the pipeline, is owned by eight firms—

Amerada Hess Pipeline Corp., ABCO

Pipe Line Co., SOHIO Pipe Line Co., Exxon Pipeline Co., Mobil Alaska Co.,

Phillips Petroleum Co., Union Alaska

Pipeline Co. and BP Pipelines, Inc. Total cost of the project has been es- timated at almost $12 billion, of which

S9 billion has been spent on the pipeline, and $3 billion developing Prudhoe

Bay and associated facilities. The pipeline which begins at Prudhoe Bav on the Arctic Ocean, stretches across the largest state in the nation to the ice-free port of Valdez. Between

Prudhoe Bav and the Brooks Mountain

Bangc, it crosses miles of treeless tundra underlain bv permafrost where,

for almost 2 months in the winter, the sun never appears. Rainfall here is about the same as in the deserts of Nevada and Utah.

The line reaches its highest point, the

The "Overseas Chicago" approaches the Exxon Refinery at Baton Rouge, La. The vessel makes regular shuttle trips through the Canal

transporting oil to East and Gulf poits.

<:^&

r*te< 7**$

The oil arrives at Parita Bat/ aboard

supertankers and then is discharged into

smaller vessels able to transit the Canal. Above: the "Overseas Chicago," left,

takes on oil from the "British Renown."

which is receiving oil from the "Man/land. The "Renown" and the "Manjlarut"

arc supertankers about 178 feet in beam

and 1,100 feet long. Below kit: Capt, Karl Jaskierntj, master of the "Oierseas Chicago" tiatches as his ship

is docked alongside the "Rctiown,"

Center: Luis Blades, Senior Port Officer

of the National Port Authority of Panama, cheeks dot uments with

Capt. Fred II Adams, Master of the "Mart/land." At far right: Capt. Roger Woodcock, Staff Captain

of the "Renown," logs in the amount of

oil taken on hi/ the "Overseas Chicago.'

4,800-foot Atigun Pass, as it climbs the* Brooks Range. As it moves south ap- proaching the Yukon River, it passes through areas where temperatures range from winter's record minus 80 degrees

Fahrenheit to 90 degrees in summer.

After crossing the Yukon River, the mute passes Fairbanks and then climbs

over the Alaska and Chugach mountain

ranges before arriving at the wet coastal area at Valdez. The pipeline is built of 48-inch di- ameter steel pipe which is welded to- gether with over 100,000 welds. The

final weld, which was made May 30, 1977 about 100 miles south of Prudhnc

Bav, tied together two sections of above-ground pipe. Slightly less than

half the pipe is buried below ground. The rest is elevated in sections of van ing length, most shorter than 30

miles,

Environmental Safeguards One of the most sophisticated, fullv automated pipeline systems in the

world, it is equipped with a computer

which scans the line everv 20 seconds and reports flow, pressure, temperature,

rate of discharge and thousands of other

types of data. The whole operation is controlled from Valdez and is tied together bv microwave communication

and backed up bv earth satellite. The multiple environmental safe- guards covering the operations are un- precedented and include 175-cut-ofl valves along the line to minimize any

possible oil spills. At Valdez, the oil is stored in 28 enormous steel tanks which hold 510,000 barrels each. Built on bedrock 500 feet above the tidewater, the ter- minal is safe from most natural disasters including tidal waves of the type which

engulfed the port at the time of the 1964 earthquake.

It was at 11:02 p.m. Alaska Davlighl Time, July 29, 1977 that the first North

Slope oil gushed from the pipeline at Valdez.

-

The Role of the Canal

It took another month for the first oil to reach the Panama Canal. On August 31, the Washington Trader transited the waterway with 39,776 tons of

oil. This milestone, coming 63 vears

alter the opening of the waterway, marked the beginning of the vital role of the Panama Canal in the movement

of North Slope Oil to the East and Gulf

coasts. The immediate solution to the problem of transporting the oil proved

to be the joining together of two of the United States' greatest engineering achievements, the trans-Alaska Pipeline and the Panama Canal. The transportation of oil through the Panama Canal involves two fleets of U.S. flag ships and two British flag vessels. The latter are the British Renown and the Britisii Resolution two

Very Large Crude Carriers (VLCCs)

of approximated 265,000 deadweight

tons. These ships, which are 1,100 feet long and 178 feet in beam, are anchored 14 miles off Chitre in Parita Bav, about 65 miles from the Canal. A number of ships (at last count 28

or 30—it changes otten) one of which is a tug-barge combination, are engaged

in transit cvcles of laden and ballast voyages between Parita Bav and Last Coast and Gulf ports in the United

States and to Puerto Rico. Supertankers,

too large to transit the Canal, are used

to bring the oil down from Valdez to Parita Bav. There it is pumped into the tanks of the British vessels which act

as floating terminals. From them, it is transferred to smaller tankers able to fit

in the 1,000 bv 110 feet dimensions of the Panama Canal locks. This type of operation is not unique

to the Alaska oil shipments. The

transfer of oil to smaller vessels is a frequent operation in places where

harbor facilities cannot accommodate

the supertankers. In fact, most oil im- ported bv the United States is handled

in this manner.

Operating around the clock, the

crews of the British terminal vessels can

receive about 10,500 long tons per hour and discharge into the Canal shuttle ships at about 4,500 long tons per

hour. The ships are equipped to take

oil into their storage tanks, to transfer

oil directlv from one vessel to the othei or to perform both operations at the same time. Much care is taken to avoid oil pollution and at Parita Bav nothing is dis- charged into the sea. The oilv ballast water removed from the tankers at Parita Bav is pumped into the empt\

supertankers for transport back to Valdez where the ballast water is cleaned in a special treatment facility, the largest of its kind. From Alaska to the U.S. Gulf ports, via the Panama Canal, is a long journc\ and the oil customer might be im- pressed to know that from Valdez u> the northernmost port on the U.S. West

Coast is over 1,000 miles. It is another 2,000 miles to the Port of Long Beach

in Southern California and over 6,000

Above: At the port of Valdez in Alaska, oil is stored for transfer to supertankers,

such as the "Alaska," center, which is pumping oil into tfie "British Resolution" at

Parita Bay. At right: The "British Renown," sister ship of the "Resolution," (top)

receives oil from the "Maryland." At right: Panamax tankers transport oil through

the Canal. At far right: Pumping oil at Parita Bay. Below: Prudhoe oil fields.

miles to Gulf Coast ports.

Close to 600,000 barrels a day or North Slope crude are being delivered

to West Coast refineries and shipments

through the Panama Canal have aver- aged 234,298 barrels a dav through the

first 7 months of FY 1978. Because of the draft restrictions of the Canal, tankers larger than 50,000 deadweight tons normally cannot transit the waterway when fully loaded and

most vessels over 90,000 deadweight

tons cannot transit even with partial loads. But tankers able to fit in the Canal averaged 2.5 transits a day during

April on the oil shuttle. Under Federal law, domestic oil can

be moved between two U.S. ports onlv by ships that are owned and manned

bv Americans. The movement of the

oil through the Canal has proved verv advantageous to owners of U.S. flag

ships.

It has also been a great, though

probably temporary, benefit financially

to the Panama Canal. Several measures have been suggested to effect a long term solution to the disposition of the West Coast oil surplus. Sohio has pro- posed a 1,000 mile pipeline system

running from Long Beach, Calif, to Midland, Tex. This would involve

reversing the flow in an existing 800-mite natural gas pipeline and converting it to an oil carrier, a relatively simple and inexpensive operation. This would then be connected to about 200

miles of new pipeline. At Midland, the

system would connect with existing oil lines into the Midwest. This project would have sufficient capacity to handle most of the surplus oil at current levels.

It could be completed in 14 to 24 months if the necessary permits could be obtained. However, the project has

run into serious opposition from the

California Air Resources Board, which

is concerned about further air pollution

in the area. The Board contends that the emissions resulting from the un- loading of oil tankers in the harbor and

escaping from the storage tanks would

violate both state and Federal air quality standards. Other pipeline possibilities are being

considered including a trans Guatemala

and a trans Panama line. Another possible alternative is to ship the oil in VLCCs around Cape Horn. However,

at this time, there are enough U.S. flag

-.

tankers available to make the high cost Panama route feasible on a short-term

basis. From October 1977 through April 30, 315 Alaska oil tankers transited the Canal carrying 6,849,077 long tons of

oil and paying $8,419,291 in tolls. During the same period, tankers car- rying Alaskan crude oil paid an average

toll of $29,880 laden and $23,515 in

ballast. During the month of April

alone, 74 North Slope oil carriers transited and the daily average could re- main close to 2.5 until some alternative

to use of the Canal is found.

In the meantime, Northville Industries, a New Jersey company, is going ahead with construction of a permanent

storage tank facility at Puerto Armuelles in Panama. Sohio has a contract with Northville to use the on-shore

facility through July 1, 1980.

AVERAGE DAILY STENTS

OF NORTH SLOP&f^E OIL

THROUGH THE PAlM-A CANAL

FY-193'8L thousands of br- Is

406.2

181.4 177.6
Typical of the tankers carrying oil through the Panama Canal to Gulf and East Coast ports

is the "Overseas Chicago," a U.S. flag ship. With a beam of 105.9 feet and a

length of N61.8 feet, the "Chicago" can take full advantage of the 110 feet by

1,000 feet dimensions of the Canal locks. The "Chicago" makes regular trips through

the Canal and recently transited with 62,141 long tons of oil en route to the Exxon Refinery in Baton Rouge.

The "Overseas Chicago" takes on oil from the "British Renown" in Parita Bay.

The pumping of oil and ballast is carefully monitored aboard the "British Renown.'

Tin heat ily ladt n tanker moves through Gaillard ( on his ruilio us the ship approaches Gatun Locks.Below: A Canal pilot gives instruction

10 Summer 197S
As the ship moves across the Caribbean, complex electronic equipment

provides constant communication with the outside world.

Activity in all cargo holds can be observed quickly on this highly automated control board.

I W I

Breakfast is prepared in the modern stainless steel kitchen. Meals are served cafeteria style.

The tanker moves up the Mississippi en route to the Exxon Refinery at Baton Rouge, shown belo

88°&

'•• - - •• *•-•••• ••...."., . .v*;,.'.A.

.

The Panama Canal Review 11
Watercraft Fleet

Keeps Canal Afloat

By Vicki Boatvvright

THE ORIGINAL NAME OF A

little workboat with bright red awnings that residents of Camboa are accustomed to seeing chugging up and

down tile Chagres River is lost in histoid . but its usefulness goes on. Now

the Hyacinth II, this craft was built in 1882 and was the property of the Compagnie Universelle du Canal Interoceaniquc. When Lt. Mark Brooke signed

the receipt for the assets of the French

in early 1904. the little craft became

the property of the Isthmian Canal

Commission. Its amazing continuance

in service is due to its special talent: it

is [he only Company powerboat that can pass under the Camboa Bridge at high water, and as such it is invaluable

in hvacinth control work.

While the Hyacinth 11 is the oldest member of the Panama Canal fleet, it is but one of manv different tvpes of specialized watercraft in the service of the Canal organization todav. The powerful

tugs that assist ships in transit; the

floating dredges that clear the channels

of rocks and mud; the mightv cranes

that offload cargo and salvage sunken

vessels; and the myriad of launches

that transport members of the Canal

workforce to their dutv stations all plav an essential role in keeping the Canal

operating at peak efficiency the vear round. Though none can compete with the Hyacinth H in age, two members of the present fleet date back to the opening

days of the Canal. The crane Hercules,

the only piece of equipment capable of

lifting the huge locks miter gates, was

built in Cermanv and put into service

in 1914. The dipper dredge Cascadas, now the backup for the new Rialto M.

Christensen, was built by the Bucvrus

Co. and commissioned in 1915. Over

its 63-vear career it has participated in some of the most dramatic of Canal

projects, such as the widening of the

8.3-mile Gaillard Cut from 300 to 500

feet. Not all the watercraft presently in use were acquired off the Isthmus. The

craneboat Atlas and the diesel-electrie tug Arraijan, built in 1934 and 1936

respectively, were the handicraft of the Balboa Mechanical Division. This vear

the Industrial Division, successor to the Mechanical Division, assisted in the installation of a new crane that gives the

An aerial view of the Dredging Division in Gainhou. home of the Canal organization's largest watereraft.
Atlas a lifting capacity of 75 tons. The new crane, which replaces a main crane and a smaller one that was located on

the bow, is invaluable to the seagoing

Atlas in its job of maintaining navigational aids, which includes the changing

of buoys.

Some of the largest and most important floating craft used in Canal maintenance have no means of self-propulsion. The Hercules, the derrick barge

Goliath, the suction dredge Mindi, the dipper dredge Rialto M. Christensen,

the drill barge Thor, plus a multitude

of dump scows and barges, all must

relv on tug-power to get them to and

from a worksite. Of the Canal organization's 17 large tugboats, one is used

almost exclusively for moving dead

tows. The versatile Goliath has a clamshell bucket for dredging, can operate a pile

driver, and has a crane with a lifting

capacity of 80 tons which can be used

to load and unload ships. In April of

this vear, the Goliath was essential in the removal of the softnose at Pedro

Miguel after it collapsed and sank as a

result of being struck by a transiting

ship. The Goliath's next project will be

the replacing of 700 dolosse, the

giant concrete jacks that interlock to form the armour of the breakwater at Cristobal. The Mindi, the Canal's only suction dredge, is capable of removing from

the Canal bottom large quantities of

fine silt material that cannot be handled

efficiently bv the dipper dredges. Since

its acquisition by the Canal organization in 1942, the Mindi has been in- volved in dredging approaches, harbors

and piers on both the Atlantic and Pacific sides, as well as working in Gail- lard Cut. One of the unique jobs per- formed bv the Mindi was when the suction dredge was modified and used to pump the cargo of rice and cotton out

of the vessel Sian Yung after it sank in the Cut off Paraiso. The Mindi's last large project, before being sent to the Industrial Division for repowering and overhaul, was the completion of the suction dredging phase

of the widening of Gamboa Reach. The

repowering of the Mindi will convert it from steam to diesel electric. In addition, a ladder pump will be installed. Because it will be mounted close to the

cutterhead, or suction point, it will in- crease dredging efficiency at greater

depths.

The dipper dredges rely on the drill barge Thor, equipped with four drill

The "Hyacinth II," a remnant of French construction days, will soon be replaced by

two modern workboats from Holland after nearly 100 years of Canal service.

towers for underwater drilling and

blasting operations, to break apart solid material in the Canal that would other- wise be too hard or too large for their bucket capacity. The Thor has been en- gaged since 1970 in channel deepening

in Gaillard Cut, as well as being in- volved in two major construction projects, the widening of Gamboa Reach

and of Mamei Curve north of Gamboa.

The real workhorses of the Canal

fleet are the tugs, whose major function

it is to assist ships in transiting and in docking and undocking. Operating out

of Cristobal and Balboa harbors and

out of the Dredging Division in Gamboa, the tugs at Balboa alone put in,

in 1 month's time, 2,789 hours assisting

ships. The tugs vary in strength from

1,000 to 3,000 horsepower. Depending

on the size of the vessel they are assisting, at times two tugs may be

needed to see one ship safely through

the locks, as was the case with the Queen Elizabeth 2, earlier this year. Besides having in its fleet some of the oldest watercraft afloat, the Panama

Canal can also boast some of the most

modern. The dipper dredge Rialto M.

Christensen, built in 1977 in Hakodate,

Japan at a cost of $6 million, is one of the largest dredges of its kind in the world. Its bucket has a capacity of 15 cubic vards and can dredge 60 feet below the water surface. The same year the Canal organization also acquired the omnidirectional

tugs M. L. Walker and H. Burgess,

named after the fourth and fifth governors of the Canal Zone. These sisters feature a pair of propulsion units which

can be rotated 360 degrees, enabling

the tugs to thrust all 2,400 horsepower

of their diesel engines in any horizontal

direction. The tugs are the first of their kind in the Western Hemisphere and

were built especially for work in the Panama Canal.

Presentlv on order from Holland

are two specially designed workboats

known as Multi-Cat and Mini-Cat,

which feature a heavy duty steel hull construction and are equipped with a special push bow. The boats are capable of handling a whole range of tough demands put upon them by the Dredging Division, such as breaking

apart suction dredge pipeline and

pushing small barges and floats. Their

engines have an internal fresh water

cooling system, a distinct improvement

over the external water intake systems

that were subject to damage by the aquatic vegetation that infests Canal

waters. The Panama Canal fleet is indeed

varied, ranging from rowboats to

floating cranes. But each has a specialized task to perform, whether it be

to respond to a slide or accident in the Canal channel or to keep the Canal

Zone free from malaria by spraying

insecticide on backwater mosquito

breeding grounds. The stories and pic- tures that follow are representative of the many floating craft that keep the Panama Canal continuously open to world shipping.

The Panama Canal Review 13
Three tugs are needed to assist the "Queen Elizabeth 2" into port at Cristobal. Assisting transiting vessels

is the major activity of the 16 tugs at Cristobal and Balboa harbors.

Two of the Canal's "workfwrses" are locked through with a transiting vessel to be available for work at the other end

<if the locks. The H-year-old "Mehaffey" is one of the largest, a 3,000 horsepower diesel tug.

14 Summer 1978
The "H. Burgess" and its sister the "M. V. Walker" are the Canals first omnidirectional tugs, capable of thrusting their power in

any horizontal direction. The tugs are named after the fourth and fifth governors of the Canal Zone.

All of the Canal's tugs are equipped for firefighting, having the ability to generate foam from large capacity tanks

as well as carrying dry chemicals and being able to pump water directly from the Canal.

The Panama Canal Review 15
Put to work as a survey boat, the "Papagallo" uses a sonur depth finder to locate obstructions in Canal waters.

Personnel launches are used to transport boarding parties, deckhands and pilots out to transiting ships, but

getting there is only half the fun. Next is the long climb up the Jacob's ladder.

The long, narrow hull of the pilot's launch is built to withstand the rough waters of the outer anchorages.

16 Summer 1978
Oil containment boom is deployed from a motorized fiberglass catamaran after a major oil spill in Balboa piers.

A panga is used for the cleanup job, as boatmen pick up

oil-soaked polyurethane foam and deposit it in a drum.

With the additional current provided by an outboard motor, water hyacinths are herded through culverts under Gaillard Highway to a pond for harvesting.

The airboat "Santa Sierra" glides into weed-infested waters to

spray herbicide on the floating vegetation that if left

untreated would overrun the Canal.

A motorboat is essential in the spraying and fogging of Canal

backwaters to keep the mosquito population under control.

A fast, lightweight craft is wltat's needed to change light bulbs on buoys close to shore.

The Panama Canal Review 17

i^lN °

-•i-U

mmiNC v»i

I

l is GETTING DARK AND A

drizzling rain falls as a ship cautiously approaches the entrance to the

locks. Tin- deckhands lean over the bow

railing, their eves scanning the water. They spot two men in a rowboal i om

ing towards tin- ship. The rowboal trails a messenger line

that is being fed oul In- linehandlers

nil till' locks wall. As thi' rowboal nears tin- ship, shouts

ol instruction an- exchanged. At tin- precise i lent the deckhands throw a weighted heaving line; it ans out from

ill,- bow ol ilio slup across the rowlio.it ami splashes Into tile water. The lioat- man in the stem grasps the line, knots

it to the messenger line with practiced

speed, anil casts the joined lines off. The rowboat scurries out of the way

of the oncoming ship and quickly makes

its way back to the locks wall. The

deckhands on the ship haul in the line which linehandlers have connected to

a steel locomotive cable. Only seconds have elapsed, but the ship is now safely joined to the first of the towing loCO- motives that will guide it through the

locks. The activity just described could

have occurred in 1914 as easily as toil. i\ because the procedure for getting

the messenger line out to a ship is as

old as the Canal itself. Today the rowboats an- made of fiberglass instead of wood anil tin inanila rope lines have

been replaced by high-strength synthetic line. The rowboats. still referred to by many as "pangas" despite their official

title of "fiberglass workboats," are among the smallest vessels that aid in putting ships through the Canal. The

job of the boatmen that man them is one of the most dangerous and is per- formed 24 hours a day, 365 davs a year

in all kinds of weather. Over the years, many Marine Directors and at least one

Governor of the Canal Zone have sought

to find a safer and speedier way to get the job done. Robert J. Fleming, Jr., Governor of the Canal Zone from 1962 to 1967, was convinced that there had to be at

Tht jut' hi^iii.', u Inn c/ ship comet Into iic«

--' Tleast a more modern way. In one of his memos written on personal stationery, and wryly referred to as "snow-flakes" by their recipients, the Governor in- sisted: "Every time I visit the locks and see the archaic method we have of getting the lines from the mule to the ships,

I cringe. . . . Other people around here have made the same remark to me that

this certainly seems to be an anachronism. . . . It seem to me it should be

possible to find a simpler and more

effective method without going into an

elaborate Rube Goldberg device." The Governor's memo closed with a suggestion that a crossbow be used to shoot the line from the ship to the wall.

-.

-

Little Rkvboats

PerfornlBig Job

In Panoiia Canal

Summer 19TH

:

The Panama Canal Review

The order went out to "find a better way." E. G. Abbott, the first civilian Port Captain at Balboa, jokingly com- mented to the Chief of the Navigation

Division: "The Governor remarks about

this system being archaic but seems to think the crossbow that went out with Robin Hood would be more modern."

Notices were posted on bulletin boards throughout the various units of the Marine Bureau and an article ap- peared orr the front page of the Spill- way asking for ideas and suggestions

of ways to improve on the "row and

throw" method. A total of 22 suggestions were re- ceived, ranging from variations on the

crossbow idea to the lowering of a messenger line onto the ship by means of

a gantry crane. One person suggested

replacing the rowboats with a saucer- type boat with 3RD degree drive. He

was told to submit plans for such a craft and it would be tried out. Nothing more was heard from him.

All of the ideas were, in fact, either impractical or too dangerous, with a net

result that the campaign to find a re- placement for the rowboats was eventually abandoned. The records do not show Governor Fleming's reaction to the matter; but one Marine Director, recognizing the value of the rowboats, remarked, "A machete is also archaic. but it works."

and ends when the last messenger line is aboard.
Workmen are dwarfed by the huge hook of the "Hercules"

as they loop one of four cables that will enable the crane to raise the 160-ton structural steel ladder from the dredge "Mindf

at the Industrial Division in Mount Hope. The "Hercules" and

its sister the "Ajax" were built in Duisburg, Germany at the start of World War I. Tradition has it tliat at the request

of the U.S. Department of War. hostilities were delayed

for 3 days to allow the floating cranes to pass through

the British blockade and proceed to the Panama Canal.

The 250-ton capacity crane "Hercules" is the Canal's only piece of floating equipment

capable of lifting the 700-ton locks miter gate

off its pintles for overhaul. The buoyant gate

is raised into a horizontal position in

the full locks cliamber and floated to a drydock for maintenance.

Two Canal giants in a tandem tow, the floating cranes "Hercules,'

C.aillard Cut by the tug "San Pablo."

left, and "Goliath" are pushed to a worksite in

20 Summer 1978
The suction dredge "Mindi' sucks up the continuous accumulation of silt in Balboa harbor capable of restricting the draft of vessels and pumps it outside of the channel.
ft1 } H
A familiar sight to Canal employees, the SS "CristohaT' unloads cargo on the Atlantic side piers. Originally one of three passenger

ships of the Panama Line that transported employees on home leave, the "Cristobal" is now used mainly to carry

supplies from New Orleans to the Canal Zone.

The ever-popidar tourist launch "Las Cruces" serves Panama Canal "oldtimers" and newcomers alike on its regular

Saturday afternoon outing. Following page: The view of the Chagres River from the Gamboa Golf Club is a panorama

of unsurpassed beauty and a favorite scene for Isthmian residents.

The Panama Canal Review 23

w

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mJJ '$$*

"^
Cruising Cuisine

By Fannie P. Hernandez

WORLD INTEREST IN THE

Panama Canal generated by the

treaty negotiations between the United

States and Pan una has created a sen- timental curiositv in the public reminis- cent of the davs following the opening

of the Canal when passenger ships

brought to the Isthmus the first starry- eved visitors to see the engineering

wonder.

Publicity on the Canal has prompted manv of those inspired by the emotionally-packed issue to come and have

a look for themselves. People who until now have not given a second thought

to the Canal suddenly realize it's there and must be seen. Others need only a

slight nudge to fulfill the dream of a

lifetime.

• San Francisco

Whatever the reason, more and more

visitors are coming to the Canal these

davs. Thev come bv land, by air and

the more fortunate, by sea, aboard the luxury passenger ships. Smaller cruise

vessels and shorter cruises, new fares and a mvriad of attractions have opened

the cruise experience, formerly the ex- clusive pleasure of the very rich, to the

less-affluent younger passenger. Cruise

planners too have taken advantage of the world-wide focus on the Panama

Canal and are offering more cruises that include the Canal transit. As a result, Canal devotees are filling the cruise ships to capacity.

Another important factor figuring in the growth of cruising is the advent of the air sea package cruise in which the steamship company subsidizes the cost

of frying the passenger to and from the port of embarkation. Several cruise lines

offer free airfare to and from the ship.

Among the passenger ships that transited the Canal in the past few months

are the P. & O. Lines' Canberra and

Oriana; Princess Cruises' Pacific Princess, Island Princess and Sun Princess; Sun Line's Stella Solaris; Prudential's Santa Magdalena, Santa Mercedes and

Santa Mariana; Sitmar's Fairsea and

Fairwind; Royal Viking Line's Royal

Viking Sky, Royal Viking Sea and Royal

Cabo San Lucas

Puerto Vallarta

• K

Manzanillo^^ m^.

Acapulco

Acajutla/San Salvador

Typical of the air/sea cruise is this voyage of the "Golden Odyssey,"

which runs a regular schedule of cruises throughout the dry season.

• Aruba

Viking Star; Royal Cruise Line's Golden

Odyssey; Norwegian America Line's

Vistafijord and Sagafijord; Holland

America's Rotterdam, Statendam and

Veendam; Flag Ship Cruises's Rungsholm; Costa Line's Eugenio C; Hapagllovd's Europa; Black Sea Shipping's

Maxim Corky; Baltic Shipping's Mikhail Lermontov; Carras Cruises' Danae

and Cunard's QE2.

Sitmar's spring cruises, offering free

air fare to and from the ship, featured

four 14-night cruises through the Canal. On the April 22 and May 6 sailings

between Fort Lauderdale and Acapulco, the Fairwind presented "Broadway

at Sea" with Peter Duchin and his orchestra and a repertory group per- forming special renditions of favorite Broadway shows. On the May 6 and

May 20 sailings from San Juan to Los

Angeles, the Fairsea featured Bob Cros- by and his Bobcats and special guests

Edgar Bergen and Helen Forrest. Sit- mar Caribbean cruises also departed on May 27 and June 10 and sailings are scheduled for September 2 and 16. Passengers on any of these sailings visit the best ports in the Caribbean and

have the thrill of transiting the Panama

Canal. Royal Viking Line's three sister ships,

in the course of their Trans-Canal/

Cartagena, Colombia

* Balboa/Panama City

SOUTH AMERICA

Mexico/Caribbean cruises scheduled

throughout most of the vear, offer more

Canal transits than any other line. Ports

ot call for the Royal Viking's Trans- Canal cruises include Caribbean islands and resorts of Mexico. Other cruises have slightlv varied routes and include

such ports as Cartagena. Montego Bay,

Port-au-Prince, Nassau, Curacao, San

Juan, St. Thomas, Acapulco, Puerto

Vallarta and Mazatlan. Fly/cruise combinations are available and passengers may also cruise round-trip from either coast of the United States. The Golden Odyssey, the Creek flag

ship of the Royal Cruise Line, has had

a major role in fulfilling clients' interest

in the Canal by increasing its promotional material and adjusting its itineraries to accommodate the demand for Canal transits. The beautiful vessel that has the look of a giant private yacht

has made 8 trans-Canal cruises this year and 10 cruises are scheduled for next

year. The 10-day Panama Canal air/ sea cruise includes round-trip air trans- portation from Los Angeles to Aruba

where passengers board the ship, visits to Cartagena, Colombia, Acajutla, El Salvador and Acapulco, Mexico and

docking at Balboa on all trips whether

eastbound or westbound.

Frequent visitors to the Canal are

the three Princess Cruise vessels Prin- cess Sun, Island Princess and Pacific Princess, which make 14-day trans- Canal cruises back-to-back every other

week throughout winter, spring and

fall. Passengers embark at Los Angeles, the ship sails to Acapulco and docks

at Balboa. Following the Canal transit, the main highlight of the cruise, the

Princess liner cruises the Caribbean and

ends the cruise at San Juan, from where

passengers are flown back to Los Angeles free. At San Juan, another group

of passengers flown down from Los Angeles, boards the ship for the Caribbean cruise. After a stop at Cristobal, the vessel transits the Canal and then

sails to Acapulco, Cabo San Lucas and

on to Los Angeles. These beautiful

ships feature a glassed-in area around

the swimming pool which is ideal for viewing a transit from all sides. This summer and fall, four Prudential

cruises around South America will make

special northbound stops at Balboa so passengers can meet one of the line's cargoliners here for a 40-day cruise

that includes both the Panama Canal

transit and the Strait of Magellan.

Twelve Latin American ports will be

visited before returning to Balboa. Transiting every 2 weeks, the U.S. Flag

Prudential Santas are among the most

frequent users of the Canal.

Visiting the Canal for the first time, the Mardi Gras, formerly sailing out of New Orleans to the Bahamas, recently

offered a 14-day and a 17-day trans- Canal cruise; the southbound Silver Screen Cruise with June Allvson and

Margaret O'Brien, and the northbound

Silver Chalice Cruise featuring wine

seminars by the well-known wine col- umnist Robert Lawrence Balzer of the Los Angeles Times Home Magazine and

Holiday Magazine. The Mardi Gras

also called at St. Thomas, St. Maarten,

Caracas, Curacao and Acapulco. The

cruise included free jet flights between

Acapulco and Miami and Los Angeles

and Miami.

Also on her first transit of the Canal,

the U.S. built SS Universe sailed from

Port Everglades June 24 for a 23-day

cruise calling at three ports in Mexico,

Puerto Rico, Virgin Islands, Venezuela,

Curacao, two ports in Colombia, the San Bias Islands, the Canal Zone, Costa

Rica and El Salvador.

In this age of disappearing luxury, the tradition of fine cuisine is still upheld on passenger liners where cruising

is more than being caressed by the sea, shipboard entertainment and sightseeing. Food and dining in leisurely

elegance is indeed an important part of

a cruise. The Management of several cruise

lines has provided recipes for a sampling of dishes typical of cruise ship

cuisine for Review readers to enjoy

while dreaming of dining at sea. The largest passenger cruise ship in service and the largest passenger ship

to transit the Canal, the QE2 docked

at Balboa for the first time on her third

transit of the Canal last January.

Dining aboard the QE2, possibly the most exquisite occasion on any pas- senger liner afloat, can in itself be an

Kolokitlii is (track fur zucchini. It is usually boiled, deep fried or stuffed with ground meat. Here it is the basic ingredient for a delicious nut bread,

a perfect accompaniment for coffee or tea.

Lahanodolmados-stufjed cabbage leaves flavored with cinnamon and lemon for the authentic Greek touch. (Chandris Line)

28 Summeh 1978
unforgettable adventure. On her last winter cruise, the "Great Pacific Cruise,"

her larder included two tons of caviar and 33,750 pounds of lobster; her wine

cellar stocked 35,000 bottles of champagne and other wines. Considered the epitome of life's gastronomic experience, the choices of food offered on the Queen

are seemingly infinite. After early tea, coffee and scones on deck, breakfast

possibilities include a choice of seven

juices and fresh fruits; 11 kinds of hot and cold cereal; eggs prepared every imaginable way; 2 kinds each of bacon, ham and sausage; broiled tomatoes; French onion soup; kippered herring; poached finnan haddie; cold ham,

chicken, beef and turkey; grilled lamb

chops and sauteed potatoes; and an

endless variety of breads and jellies and

jams. Needless to say, a listing of the lunch and dinner offerings would boggle the mind.

Be it on the Mediterranean, the Mexican Riviera or the 10-day Panama

Canal air/sea cruise, dining aboard the Golden Odyssey, the newest cruise ship

to transit the Canal, is a memorable,

mouth-watering event. From the superb

cuisine of this magnificent ship and the

chef's collection of favorite Greek re- cipes enjoy Tyropites, golden, crisp

cheese pastries, and Kolokithi Nut

Bread, a delicious nut bread made with

zucchini (kolokithi in Greek).

Tyropites

(Savory Cheese Triangles)

1 8-oz. package cream cheese

/2 lb. feta cheese, crumbled

2 eggs, slightly beaten

1 tbs. all purpose flour pinch of salt, if desired

1 tsp. ground nutmeg

% lb. plus 3 tbs. butter or margarine, melted

1 lb. commercial fllo pastry sheets, cut in thirds (3x11 inches)

In a bowl, combine cheese, eggs,

flour, salt (omit salt if feta is very salty)

,

nutmeg and 3 tablespoons butter. Cover

bowl. Chill several hours or overnight.

Take out of refrigerator 1 hour before

using.

Pile up filo, cover with waxed paper

and damp towel. Take 1 sheet. Keep

rest covered. Butter filo, using pastry

brush and % lb. butter or margarine,

melted and warm. Put 1 tsp. filling

1 inch from end nearest you. Fold filo back over filling so bottom edge meets

left edge, making a right angle. Keep

folding back at right angles to make

triangular shape with each sheet of

filo. Repeat this procedure. Place on

baking sheets and keep covered until

all are ready to bake. Bake at 350° for

Passengers aboard the "Royal Viking Sky" watch operations as their ship transits. Royal Viking Line's three sister ships offer more Canal transits than any other line.

20-25 minutes or until golden and crisp,

turning once. Serve hot. Makes about

60 triangles (2V2 inches).

Kolokithi Nut Bread

2 cups sugar 3 eggs well beaten

1 nip oil

1 tsp. soda

1 tsp. salt

1 tsp. cinnamon

'A tsp. baking powder

3 cups allpurpose flour

1 cup finely chopped nuts 2 cups grated kolokithia (do not peel)

Mix sugar and eggs. Add all re- maining ingredients. Bake in two large

or three small loaf pans. Bake at 350°

for 40-50 minutes. Allow to cool on

rack before slicing. This bread freezes

beautifully.

Hors d'oeuvres at cocktail time on the "Golden Odyssey" may include

these golden, crisp cheese-filled pastries called tyropites.

The Panama Canal Review 29
On her third visit to the waterway, the "QE2" transited the Canal and docked

for the first time at the port of Balboa.

The SS "Rotterdam" approaches Pedro Miguel.

All recipes were prepared and table

settings arranged by Noreen Singer.

Deliciously aromatic, French Onion Soup Gratinee is served

for breakfast everyday on the "QF.2."

The finest aged Dutch Gouda is used to prepare

this Cheese Fondue.

30 Summer 1978
The French chef on the QE2 offers

his recipe for French onion soup:

French Onion Soup Gratinee

4 large onions

1 tbs. flour 2% oz butter 2 pints beef stock or bouillon

salt and pepper

grated Gruyere cheese breaded croutons

Place the onions, finely sliced, in pan

together with butter, stir and cook over

a gentle heat until the onions are golden brown. Add flour, continue to stir until flour is well blended with butter and onions. Continue to cook for about

3 minutes, then gradually stir in the beef stock, blending with the rest. Add

salt and pepper, cover the pan and cook

gently for 20 minutes. When ready to serve, pour bowls and top with slices of bread rolls or rounds of French bread

previously fried in butter. Sprinkle lib- erally with grated Gruyere cheese and

place in a hot oven or under the grill

to brown the cheese. Serve at once. The Rotterdam, the Dutch flag ship

of the Holland America Line, stopped

at the Canal in February on the first leg of her around-the-world cruise. The

Line's Statendam and Veendam also

transit the Canal once a year on world

cruises. Food aboard these ships may

be described as deliciously exotic and

international. One of the many special features which can be found on a Holland America cruise is a demonstration

on the art of making Dutch Cheese

Fondue. Following is the recipe which

serves four to six:

1 lb. Dutch Gouda Cheese

(coursely grated)

1 tbs. cornstarch 2 cups dry white wine

1 medium sized garlic clove peeled and

bruised with the flat of a knife 2 tbs. Kirsch liqueur

'a tsp. grated nutmeg

!s tsp. salt freshly ground black pepper

1 large loaf of French or Italian bread cut

into 1-inch cubes including the crust. Toss the cheese and cornstarch to- gether in a large bowl. Pour the wine

into a two-quart fondue dish, drop in the garlic and bring to a boil over high

heat. Let the wine boil for 1 or 2 minutes, then remove the garlic. Lower the heat so that the wine barely simmers.

Stir constantly with a table fork while

adding the cheese mixture a handful

at a time, letting each handful melt

before adding another. When the fon- due is creamy and smooth, stir in the Kirsch and season to taste. Place the fondue dish over an alcohol

or gas table burner, regulating the heat

so that the fondue barely simmers. Traditionally, each diner spears a cube of bread on a fork, swirls the bread about

in the fondue until thoroughly coated, then eats it immediately.

A preference of passengers on the Holland America cruises (especially re- peat passengers) is Dutch Pea Soup.

Here it is: Ertwensoep (Pea Soup)

2 cups split peas

1 cup whole green peas

10 cups (2'i quarts) water 3 onions, finely chopped

2 leeks, finely chopped

3 ribs of celery with leaves, finely chopped

H lb. smoked bacon, unsliced

1 large ham hock

1 whole smoked sausage ring

freshly ground pepper

1. Soak both types of peas overnight

in just enough water to cover them.

2. Next day, drain the peas, then

place them in 2Y2 quarts of water in a large pot with all of the other ingre- dients except the sausage. Bring to a

boil.

3. Turn heat down and let entire mixture simmer for IV2 hours, stirring often. If soup becomes thick, thin by

gradually adding small amounts of water.

4. Add sausage and continue sim- mering for 15 more minutes. Pepper to

taste.

5. Remove bacon, ham and sausage.

Slice and serve on pumpernickel bread. 6-8 large servings. In Holland, this dish

is usually served as a main dish. One of the favorite desserts served on board the Holland America cruise

ships is Bananas Martinique made this way:

Ingredients required: 6 ripe bananas

1 orange 3 tbs. butter

A favorite dessert, Bananas Martinique, is served with

great flair on the SS "Statendam."

Ertwensoep, a hearty Dutch pea soup is a favorite

irf passengers on the Holland America Line.

The Panama Canal Review 31
PRINCIPAL COMMODITIES SHIPPED THROUGH THE CANAL

(in long tons)

Atlantic to Pacific

6 Months 6 Months Commodity FY 1978 FY 1977 Petroleum and products 5,098.725 4,685,008 Corn 4,479,041 5,106,107 Coal and coke 4,129,163 6,313,559

Soybeans 2,883,453 2,533,962

Phosphate 2,219,164 1,851,283

Sorghum 1,490,771 1,678,256

Wheat 1,332,006 1,012,240 Manufactures of iron and steel 997,099 371,966

Chemicals and petroleum chemicals 899,075 796,940

Ores, various 759,013 725,739

Metal, scrap 751,867 622,921

Fertilizers, unclassified 716,011 531,567

Sugar 554,090 315,996

Ammonium compounds 319,537 197,181

Caustic soda 272,937 287,317

All other 4,602,976 7,236,762

Total 31,504,928 34,266,804

Pacific to Atlantic

6 Months 6 Months Commodity FY 1978 FY 1977 Petroleum and products 10,102,124 7,059,814 Manufactures of iron and steel 4,108,986 3,663,019

Ores, various 2,478,799 2,550,014

Lumber and products 2,432,983 2,214,203

Sugar 1,469,290 1,377,129

Food in refrigeration (excluding bananas) 873,976 903,975 Bananas 843,718 787,302

Woodpulp 768,143 870,209

Metals, various 704,462 667,134 Coal and coke 630,473 176,096

Autos, trucks, and accessories 579,526 399,042

Wheat 554,930 453,706

Sulfur 464,671 511,113

Paper and products 425,595 284,710

Molasses 422 384 334,546

All other 5,615,525 5,015,308

Total 32,475,585 27,267,320

CANAL TRANSITS-COMMERCIAL AND U.S. GOVERNMENT

6 Months FY 1978

. , 6

Atlantic Pacific Months

. . to to FY

Commercial: Pacific Atlantic Total 1977 Oceangoing 3,070 2,984 6,054 5,843 Small 1 . 218 109 327 378

Total 3,288 3,093 6,381 6,221

U.S. Covemment:

Oceangoing 24 21 45 43

Small i__ 61 _43 104 122

TotaL.. 85 64 149 165 Grand Total 3,373 3,157 6,530 6,386

1 Vessels under 300 net tons, Panama Canal measurement, or under 500 displacement tons.

Statistics compiled by the Executive Planning Staff.

u cup sugar

% cup apricot sauce

1 cup rum

)'* cup toasted almonds

In a large chafing dish, melt the butter and add sugar. Cook until sugar

caramelizes or becomes light brown.

Squeeze the juice from the orange into the pan and continue heating. Add the

apricot sauce, and when hot add the rum. Peel and slice the bananas lengthwise. Add the bananas to the hot sauce, and cook them for a few minutes on

each side. Sprinkle a few more drops of rum

over sauce and flame rum with a match.

When the flames die down, place ba- nanas on dessert plates and sprinkle toasted almonds over them. Serves 6. °Apricot sauce may be made by using 1/3 cup

apricot jam and thinning it down with Y* cup

apricot juice or orange juice. Heat until jam

becomes a smooth sauce. From the Italian chef on the Island

Princess where dining is a favorite pastime, here is a duck recipe for a gala dinner: Duck A La Rouennaise

1 4-5 pound duck

2 shallots—finely minced

2/3 cup red wine

Yi cup melted butter pinch—nutmeg, basil, marjoram

Clean duck and salt and pepper in- side and out. Combine other above in- gredients and pour over duck. Roast

for approximately 1 hour at 425° in a preheated oven. ( Duck should be nicely

browned but rare inside.) Baste occasionally during roasting time. While duck is roasting—prepare the following sauce:

1 1/3 cups red wine

'2 tsp. shallots—finely minced

IK cups meat gravy Duck liver—passed through a sieve (uncooked)

Ji cup butter Us ounce cognac

1 leaf thyme (or equivalent in crumbled

thyme)

1 leaf bay laurel Combine wine, shallots and spices in a sauce pan. Bring to boil and cook to reduce in quantity to 2/3 original vol- ume Add meat gravy and let boil a couple of minutes longer. Reduce heat and simmer. Add duck liver, gravy and

remaining ingredients. Heat thoroughly.

While sauce is heating—take duck

from oven and let sit for 10 minutes.

Remove from fat and drippings and

carve into serving pieces, being sure

to retain juices and blood rendered during carving. Carving juices should then

be added to the simmering sauce.

32 Summer 1978
OCEANGOING COMMERCIAL
* V 1
Panoramic Views

of the

(ML ZONE

A view of the Pacific side as seen from

the west bank of the Panama Canal. An Atlantic side scene photographed from

atop the Mount Hope water tower.



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