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Vol. 15, No. 3 NOVEMBER 1964

pun

Special:

Panama 3 Shrimp 3naustru
Robert J. Fleming, Jr., Governor-President

David S. Parker, Lieutenant Governor <^k

Frank A. Baldwin

Panama Canal Information Officer

Official Panama Canal Publication Published quarterly at Balboa Heights, C.Z. Printed at the Printing Plant, La Boca, C.Z.

Distributed free of charge to all Panama Canal Employees.

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

Editorial Assistants Eunice Richard, Tobi Bittel, and

Tomas A. Cupas

cAbout Our Cover

STUFF 'EM WITH crabmeat, for a change. Boil them.

Or maybe you're a fried shrimp fan. No matter. The

snowy white meat of the shrimp has delighted gourmets

since that day long ago when some fortunate diner popped a shrimp out of the pan, ate it, and decided that it was indeed a good thing.

It is also certain that more plain people than gourmets

enjoy shrimp. That accounts for the fact that Panama,

an economic beneficiary of all this interest in shrimp, can

sell all the shrimp it can catch. Our cover theme is explored fully in the next three

pages. In the few minutes it takes to read this story, it

is possible to develop a large appetite for a dish of suc- culent shrimp. If you're not keen on stuffing them with

crabmeat, or boiling or frying, try shrimp sauteed in a

rich brown sauce, with mushrooms. For dessert, you'll

want a second helping.

And if there's more, just invite us.

Index

Panama's Shrimp Industry 3

Small Wonders—The Tugs 6

Judo as Art and Skill 8

The Republica de Colombia 11

Shipping Charts 12

Transit Rules 12

Underwater TV 14

Canal History 15

Port of Hamburg 16

Panama's Beaches 18

Anniversaries 20

Houseboat, Grand Style 21

Threading the Needle 23

Shipping 24

&eviewuty

THIS IS THE first issue of the Panama Canal Review

to be published on a quarterly basis. Subsequent issues

will be distributed on the first day of February, May,

and August. The format remains unchanged, but there

will be a heavier emphasis on features. Anniversaries

marking 30 and 40 years of Government service will be

published, but 20-vear anniversaries now will be found

in the weekly Panama Canal Spillway. All promotions

and transfers will be published, on a more current basis,

in the Spillway.

The August-September issue, featuring the Panama

Canal's 50th Anniversary, found a wide and welcome

distribution. At the same time, the 128-page 50th Anniversary book, published in August, was a sellout. Another printing has been ordered and orders are being

taken for the $2.75 ($2.95 including postage) book.

Yours can be sent to Box M, Balboa Heights, C.Z. Thousands of words and hundreds of pictures of the

Canal operation were printed in dozens of languages

in hundreds of newspapers in August, as interest in the

50th Anniversary heightened. And, now and then,

clippings of the event trickle in from publications that showed a lively, if late, interest in the Panama Canal.

Schoolchildren, whose requests for information on

the Panama Canal number more than 200 a week, seem

particularly curious in the first 2 months of school. Letters from all parts of the United States and overseas pour in. All are answered immediately by the Information Office. One this month came on three sheets of paper, each the size of a desk top. Out went the

information, and a letter. Big interest demands quick

response. The Panama Canal also furnishes information on questions from authors, magazine and newspaper

columnists, radio and TV stations and ordinary people

who are just plain curious.

That's Reviewing for this issue. Next quarter, there are plans for two special features, plus the regular

Review lineup, in color and aimed vour way.

November 1964
Shrimp are inspected on production line

at packing plant located in Panama City.

Panama's Blue Waters

Yielding Pink Gold

SMALL, COOPERATIVE and delicious, a tiny dweller in the Gulf of Panama has

rapidly been developed into a mighty booster of the Panamanian economy.

The shrimp, caught for many years for local dinner tables, attracted wider attention when it became apparent in 1950 that the tasty fellow could be exported at a profit. Today, shrimping stands near the top among industries that bring outside money

into the Republic. And its major problem is one that most industries would be glad

to have: How to increase production fast enough to satisfy the growing demands

of ready buyers.

Ten years ago, when shrimp exporting was in its third year, the total haul was

3,659,000 pounds. This vear will see a catch of more than 13 million pounds—four times the 1954 haul. • • The industry, then, has come a long way and many of its early problems have been

solved. But others remain, and these are being met by men who now can draw on much experience and know-how.

Prices in the world market have not been a particular source of worry to exporters.

The United States is the big customer and demand has grown faster than supply. But that very demand has put pressure on some segments of the industry. It's this way: Boat operators can sell all the shrimp they catch. If there are too many boats,

operated by individuals who are not much interested in conservation, future production can be endangered. This comes about when the shrimp beds are overworked,

leaving no time for the shrimp to reproduce. In the long run, this could lead to a decline in the catch each year, and, eventually, there would be a grave problem.

Right now, the future looks favorable. There were 210 licensed shrimp boats in Panama in 1963. Shrimping grounds can support 180 boats comfortably, say the

experts. This conclusion is supported by the fact that each boat now averages a smaller catch than in previous years. Except for 1963, though, when production

dropped slightly, the total catch has mounted each year. This year holds the promise

of a record haul for the trawlers. And though there were 36 new licenses issued

in 1963, none have been issued this year. The return on investment in the industry appears to be good. On a total investment

of about $9 million, exporters realized a gross income of 86,080,000 in 1963. • •

Once he's found, the shrimp is easy to catch. He likes warm waters, though he

is sometimes found where the north wind blows. In the Gulf of Panama, there are four kinds of shrimp. Most plentiful, and most prized, is the white shrimp. Less

than 10 of these will tip the scales at 1 pound, and buyers pay a premium for them.

Titi ( small ) shrimp are nearly as abundant as the whites. Together, these two make

up about 70 percent of Panama's shrimp catch. Pink shrimp are the third type and

in 1963 accounted for nearly 25 percent of the total catch. The Carabali, a bright

pink shrimp, has black stripes that inspire its more popular name-"tiger." The

tiger shrimp is last in importance, making up about 5 percent of the 1963 catch. Boats have tried shrimping on the Atlantic coast of Panama, but have had poor

luck in several trips to look for new grounds.

(See p. 4)

Mending shrimp nets, a job done between trips.

The Panama Canal Review
Shrimp boats at dock in Panama.

(Continued from p. 3)

Catching shrimp involves hard work,

but the saltiest crew is thrilled to luck

into a huge catch of the giant white

shrimp.

Let's take a trip. With two nets rigged

for trawling, and one or two for spares, a five-man crew points the bow of a 50-ton Panamanian shrimp boat south from Panama City. The search is on for the pink gold in the blue gulf waters. Cruising to the shrimp grounds takes no more than 5 hours, for shrimp are found in shallow waters. And the run is heaviest when the top layers of warm

water are driven seaward by the wind.

Then, cold waters from near the bottom

well up, bringing with them the tiny sea plants that shrimp feed upon. And rain can help. Swollen river waters wash seaward, carrying a tide

of the tiny animal and plant life that

attract and fatten shrimp.

When nets are cast over the side of the boat, a 45- to 60-foot sieve is created.

Huge Harvest

Of Pink Gold

The water flows through, but shrimp

cannot. If luck is with the boat the nets, heavy with shrimp, are pulled up every

hour. If shrimp are scarce, the nets may

stay down 4 hours. Nets out of the water

catch no shrimp, so it's a 12-hour day

for the crew. The crew works harder, but not as long, when shrimping is good. The

refrigerated hold of the bigger boats can

store 4 tons of the little shellfish. Still, a captain with a haul of 2 tons has had

average luck. And this has kept the boat

at sea for 10 to 12 days.

When the shrimp are running, the crew works to unload quickly in port

and head out again. A big shrimp boat

is an investment of $50,000. To make

money, it has to keep moving. Shrimp

are waiting! The work of maintenance

and refueling, net mending, and supplies

for the crew has to be fast and efficient. Because shrimp are perishable, the

operation is swift from boat to production line to freezer. Five packing plants

in Panama are set up to process the

Lenin Sucre is a champion of progress in marine research and conservation.

The giant white shrimp are packed in 5- pound carton and frozen before shipping.

shrimp. In Panama City are Compania

Mariscos Islas de las Perlas; Compania

de Productos Crustaceos, S.A.; Pescadora, S.A.; Cambra Hnos.; Carlos Cambra e Hijos, S.A.; and Panama Packing

Co. Frigorifico de Chiriqui, S.A., is in David, Chiriqui Province. At the largest, Compania Mariscos

Islas de las Perlas, a wonderful and complicated machine—the only one in Latin

America—makes short work of handling

shrimp. In a single operation, it removes

the head, shell and vein, and churns out whole shrimp, gleaming white and ready

to pack. But machines aren't the whole

story. The humble shrimp keeps about

3,000 people employed full time on

boats, in offices, and at the packing

plants.

By the size and tvpe, and in 1- and

5-pound packages, the cleaned shrimp

are quickly frozen. Then, on shipping

days, they go into huge refrigerated

trailers. These are hoisted to the decks

Staff member at Panama's Fishing Depart- ment holds white shrimp. Note size of the big shrimp in comparison to his hand.

November 1964
Busy is the word for shrimp docks before a trip. The microscope, a useful tool in marine research.

of ships, then taken to New York and

other ports. Once unloaded, a cab hooks onto the

refrigerated trailer and delivery is made

to the distributor. One small Panamanian

company ships its catch to the United

States by airfreight, reflecting the great

demand for top-quality shrimp in America.

And every day, thousands of Americans, unmindful that the pink and white

delicacy may have traveled several thousand miles to reach the dinner table, enjoy one of the world's favored sea- foods. Though opinion may vary on taste differences in shrimp, a shrimp executive

who knows put it this way: "There's no

real difference in taste in the varieties of shrimp. When I order at a restaurant, I'm never quite decided whether to have

a large cocktail of small shrimp or a small

cocktail of large shrimp." Because of

size, though, and for many recipes, good

restaurants prefer the big whites. Panama ships shrimp all year. But

Shrimp boat under construction in Panama.

the months of September, October,

November, and December bring no joy

to the packers and boat crews. These

are lean times and everyone tries to break even, waiting for shrimping to pick up in January. All the reasons for the 4-month scarcity are not known.

In some parts of the world, there is a closed season to allow shrimp to repro- duce. In Panamanian waters, research

points up, no closed season is needed

because the reproduction cycle of shrimp

is continuous, follows no season. To stop

shrimping operations would only mean

more shrimp for fish to feed on and fewer

for man. The lean months are probably

caused by less of that cold water that brings shrimp to the surface, according

to educated guesses. Another factor is the lack of favorable winds during those months, keeping the shrimp in deeper

waters where food is more abundant.

One day, research may overcome some

of the industry's problems. Panama,

through the Department of Fisheries,

and private efforts, is working on it. This department, under the Ministry of Agriculture, Industry and Commerce, is headed by youthful Lenin Sucre, who

sees Panamanian waters as a blue mantle

of future wealth.

His department studies breeding

habits of shrimp, keeps records on variation in size and determines how much

of each variety is caught each month.

This helps in making production forecasts. Through research, and a tagging

program scheduled to start next year, he

hopes clues will be found that may lead

to better ways of shrimping, more profit- able hauls and a reliable fund of knowledge to keep the industry pointed in the

direction of progress. His staff also works closely with fisher- men, organizing and advising cooperatives, furnishing information on new

equipment, marketing methods, and

conservation. And it's paying off. Fishermen up

and down Panama's Pacific coast are making more money than ever before. A stud}' on whether lobsters are plentiful enough to furnish a base for a new

industry was carried out last year by

the research vessel Pelican. Sucre, who

went on the trips sponsored by the Agency for International Development

(AID), said 1,500 lobsters were caught

in a single week. Four areas were found

that are rich in lobster. U.S. Fish and

Wildlife Service personnel spent nearly

18 months on the project. Someone,

Sucre expects, will soon make the invest- ment necessary to launch this industry.

"An extremely worthwhile Alliance for Progress project," he comments, "and one day it will pay off for Panama."

Shrimping and fishing in Panama

today enjoy a brighter prospect, perhaps,

than any other industry. The Republic

is second only to Mexico in its export

of shrimp to the United States. Those who are in the industry know

they are at the beginning of a lively

and promising economic journey.

Others who use the waters of Panama

wisely in the future will find that the

sea, older than man, is one of his best

friends.

The Panama Canal Review
Ml -

The U.S. San Pablo guides the supership Speedway through Gaillard Cut. Assigned to the Dredging Division, the tug is used to keep

the big vessel from taking a sudden sheer in the narrowest section of the Canal, insuring a maximum of safety in Canal area waters.

Small Wonders:

PanCanal Tugs

ONE DAY not long ago the assistant port captain in Balboa looked out of his office window and remarked

with surprise that there were two tugs tied up at the

Balboa piers.

"It is a most unusual day," he said. And indeed it was. The 13 Panama Canal tugs, allotted

to the Panama Canal Dredging and Navigation Divisions, are the busiest floating equipment owned by the Canal

organization. They are seldom idle at dock very long.

With Canal traffic continuing at record levels, the

Canal tugs are busy as a swarm of beetles shuttling back

and forth in the harbors of Cristobal and Balboa, easing

big superships through Gaillard Cut and carrying out

regular towboat functions.

Although they are kept in almost constant operation,

the Canal tugs are perhaps the most immaculate in the world. Their enginerooms gleam and the decks are scrubbed and neat. As they work, members of the crew

keep up with a continuing maintenance program. They

also undergo overhaul regularly.

The tugs range from the veterans like the AlhajueUi,

Arraifan, and Gatun built by the former Mechanical

Keeping the engineroom immaculate is part of the job assigned to Division in Balboa in 1937 to three powerful new tugs

F.mclio Archbold, oiler aboard the tug John F. Stevens. Archbold i ... . p , /-. j j i- j ui_ <-i 1 moi

is an employee with 26 years of service with the Panama Canal. hul,t in Savannah, Ga., and delivered at the Canal in 1961.

6 November 1964
Chugging along at 7 knots is the big-muscled John F. Stevens, pushing the dredge Mindi. The powerful new tug cuts half an hour

travel time from the Gamboa-Balboa trip, compared to older tugs.

These three, John F. Stevens, George W. Goethals, and

John F. Wallace, are the most powerful of the tugboat

fleet. Each has a 2,400 horsepower, single-screw diesel

engine with controllable-pitch propellers.

With such power, it is no job at all for the John F. Stevens to move singlehanded the cumbersome dredge

Mindi through Gaillard Cut at a rate of 7 knots. This particular job was accomplished early in June

when the Mindi finished a month dredging operation

in Balboa channel and harbor. It was moved from Balboa

to Gamboa where, after overhaul, it was put to work

dredging in the Canal channel.

At one time, most of the Panama Canal tugs were built by the Mechanical Division. After 1940, orders were

placed for construction in U.S. shipbuilding yards.

The Taboga, the Canal's only seagoing salvage tug, was built in Port Arthur, Tex., and placed in service in 1947. It was rebuilt in 1959 at the Panama Canal Industrial Division yard in Cristobal and is assigned to the

Dredging Division in Gamboa.

A rare break in the day's schedule is taken by the Navigation

Division tug Gorgona II, shown at pier 17 in Balboa. In the fore- ground is a U.S. Navy ship docked earlier in the day by the tug.

Thk Panama Canal Review
The Sporting Set Flips

Over This "Ancient Art"

The shoulder throw is demonstrated by Dorothy Detamore, who handily tosses Loren Jones.

IT IS CONSIDERED as much an art as a sport.

It is a Japanese method of unarmed

self-defense and offense in personal encounter. Recognized and taught as a

sport, it's probably the most practical

and reliable method of self-defense for the average person. It's one of the few

sports that can be practiced and enjoyed by everyone: men, women, and

children. It has excitement, but is exact- ing and an excellent health builder. Judo has come to the Canal Zone. In

fact, a large club has been on the Isthmus

for some time but few people know what

judo is all about.

Originally known as Japanese wrestling, judo was developed as an elemental, weaponless combat practiced by the "samurai" or military class in ancient Japan. About 1600, Japanese travelers

to China brought back techniques which

lama monks had developed as a protection against robber bands. Impressed,

the Japanese combined them with tra- ditional methods of combat and added

over 300 throws and holds. For centuries afterward, "jujitsu," as

it was known then, was secretly taught

and at first limited to the nobility. The

"professors" of jujitsu guarded its complicated techniques so jealously that only a few students became masters. With the decline of feudalism, however, it became a popular sport in Japan.

When firearms came into widespread

use, the need for hand-to-hand combat was practically eliminated, so that by

1879 jujitsu was dying out. In 1882, Dr. Jigoro Kano founded the popular modern style of jujitsu at the Kodokan College in Tokyo. He consolidated the best techniques, eliminat- ed its more harmful practices and added

improvements. He called this most

exacting art judo, or the "gentle way."

It attracted attention in Europe and

the United States but became widely

popular only after World War II because

it was integrated, with modifications,

into combat techniques in the South

Pacific. Judo has come into its own and was accepted into the 1964 Olympics.

8 November 1964
Marion Green, of the Fire Division, executes a neat hip throw on

Joan Morton. Both of these students are in the senior division.

In olden days, judo, properly called jujitsu at the time, was

practiced as a means of seriously injuring, sometimes even

killing, an opponent. Military and police forces all over the world still use it today for this purpose. But judo, the gentle way, has gained prominence with the layman as a sport. It

is recognized as such by the Amateur Athletic Union (AAU).

The Canal Zone Judo Club, boasting members of all ages,

is affiliated with the Shufu Judo Yudansha-Kai, Alexandria, Va.; the Judo Black Belt Federation of the United States; and the YMCA in Balboa. It is also recognized by the AAU and the headquarters and governing body of world judo, the Kodokan

College. The college establishes and regulates the rules for judo and gives degrees in it ranging from a simple beginners

diploma to the equivalent of a doctor's degree.

Judo was started several years ago on the Isthmus and the Canal Zone Judo Club now has more than 70 registered members. The club offers classes for old and young alike in the

sport by age group: the cadet or small fry (7-12 years old), the junior (13-17 years old) and the adult. Older, experienced

and qualified "judokas" are instructors. Students are classified according to their progress, indicated by the color of belt worn during competition. The color classi- fication most used is that developed by Dr. Kano, called the "Kodokan" method. Beginners wear white belts, of which there

are three steps, and are promoted as they gain in knowledge

and proficiency. They then graduate to the brown belt, consisting of three steps. Upon completion of these exacting steps, a black belt is awarded and students are then officially "graded"

through 10 degrees of black. Judo requires extensive practice under competitive conditions. The student acquires a thorough knowledge of holds,

leverages and counters, and nerve and muscle positions. It employs the maximum use of the mind and body to defeat an opponent by using his own weight and strength against him.

The basic strategy is of nonresistance; a contestant tries to throw his opponent off balance. Courage, sufficient strength,

endurance, coordination, alert reflexes, good balance, and a presence of mind and suppleness of body are required. A

knowledge of anatomy is essential so that body weaknesses

may be attacked.

In life-and-death struggles, of course, the competitors must

be able to resort to all known dangerous thrusts, kicks, and

blows which cause permanent incapacity. This is jujitsu. But

in judo, injurious techniques such as kicking, hitting, or gouging, are not permitted. The principles are maximum

efficiency with minimum effort, acknowledgment of greater

strength and/or ability and mutual welfare and benefit. Lavmen have been intrigued by the sport since it's possible

for a smaller person to defeat a larger, stronger opponent.

A bout is held on straw matting to absorb the shock of a fall. Competitors wear suits of loose fitting cotton trousers and heavy

cotton jackets. Each contestant grips the jacket lapel of his opponent with one hand and grasps the elbow or belt of the competitor with the other. Through a variety of maneuvers, he pushes, pulls, throws, or trips his opponent into a backfall or prone position where he can subdue him. Since there is

little time to ponder during a match, a competitor's actions must be as automatic as a reflex. Judo matches usually take place over a definite period of time or until one of the opponents wins a point. A contestant can win a point by throwing his opponent cleanly to the ground,

by immobilizing him in a certain position for a length of time

or by using special holds, force him to give up. Strangle holds

or arm locks are secured so firmly around the opponent that a seized man can only fall to the mat, sometimes being thrown

with considerable force over the opponent's head. These men,

however, are experts at falling without injury.

Unlike catch-as-catch-can wrestling, a particular position

does not always mean victory. Under AAU rules, if a man

is thrown from a standing position and strikes the mat on his back with appreciable force, the contest is finished. Strict disci- pline is followed on the mat to avoid injury and show courtesy.

Bules governing judo in the United States are outlined in the official AAU guide. They assume competitors know about

trips, throws, strangles, and holds and the danger of resisting too long. To avoid injury, contestants acknowledge defeat by two or more quick slaps on the mat or on the opponent's

body.

(See p. 10)

Cadets, these small fry judo students are called. Seven-year-old

Cathy Detamore uses the one-arm shoulder throw on Ray Wheeler,

also 7. Former instructor Bruce Perry supervises the action.

The Panama Canal Review 9
In a demonstration of the stomach throw, Bobby Detamore goes sailing over the head of Sharon Wheeler.

(Continued from p. 9)

The Canal Zone Judo Club holds

"Shiais" or judo contests the last week

of April and first week of October each

year. These official bouts give students a chance for promotion to a higher

degree belt. The club enters competition

with Colon and Panama City clubs. The Canal Zone club has a board of governors and a Black Belt Promotion

Board. The former consists of brown

belts, first, second, and third class and

three black belts. President of the club is Robert Shultz,

Health Bureau, a first degree brown belt. William O'Sullivan, official translator,

first degree brown belt, is vice president

and Jerry Detamore, forms control officer, a white belt holder, is secretarytreasurer. Club members welcome anyone inter- ested in judo. The sport is relaxing and

psychologically stimulating since it pro- duces both mental and physical fitness.

It improves circulation, removes excess weight and builds the smooth graceful

lines of a well proportioned athlete. Information on classes in judo for all ages is available at the Balboa YMCA.

Sharon Wheeler, of the high school junior division, flips Bruce Perry, a former Postal Division employee who was a junior division instructor. Teenagers enjoy the judo instruction.

10 November 1964
m- r^^r-fa g j^ .«fcr:

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.

' .J i 3u r* k „

The SS Republica de Colombia, the first of a fleet of sleek, new merchant ships, made her first trip through the Panama Canal recently. First Trip: New York to Peru, Via the Panama Canal

Advanced Cargo Ship Transits Canal

THE SS Republica de Colombia, the first of six new

merchant ships being added to the Flota Mercante GranColombia's fleet at an estimated cost of $36 million, made

her maiden voyage through the Canal at the end of October.

Built in Hamburg, Germany, by H. D. Stulcken Sohn,

Schiffswerft, the vessel was delivered to her owners in September and sailed directly for Cartagena, Colombia,

where she was formally inaugurated by Mrs. Diana Valencia de Iragorri, daughter of the President of Colombia.

After the inauguration, the ship went to New York

to load cargo for her maiden voyage through the

Canal to Callao, Peru, via Buenaventura, Colombia, and

Guayaquil, Ecuador.

The SS Ciudad de Bogota, the second of the six ships,

will be delivered in September and will be placed on

the same service. The Republica de Colombia and five sister ships are being equipped with the most advanced electronically

controlled cargo handling system now in use, and with

the latest type automatic engine controls. The ships

are 544 feet long, have a gross tonnage of 11,655 tons, a service speed of 20 knots and can carry 88 of the

20-foot containers in addition to other types of cargo. One other ship, in addition to the Republica de

Colombia and the Ciudad de Bogota, is being built in Germany. Three are under construction at the Elcano

Shipyards in Seville, Spain. Wilford & McKay represent

the shipping line on the Isthmus.

For Review Readers

DISTBIBUTION AND subscription policies of the

Panama Canal Bevtew will remain unchanged on the new quarterly publication basis. Subscriptions are $1

a year; extra copies and copies of previous issues are 100 each. Postal money orders for subscriptions should

be made payable to the Panama Canal Company and

addressed to Box M, Balboa Heights, C.Z. More

information on quarterly publication is on page 2.

The Panama Canal Review 11
CANAL COMMERCIAL TRAFFIC BY NATIONALITY OF VESSELS
locks. There is no specific chapter on

"seaworthiness" in the navigation regulations. But various rules, taken together,

spell out the conditions required before

a ship is allowed to transit the Panama

Canal. These are found in the "Rules and

Regulations Governing Navigation of

the Panama Canal and Adjacent Waters." Chapters 3, 7, and 10 have sections dealing with basic requirements a ship must meet. The Panama Canal honors vessel in- spection certificates issued bv countries

that will honor the same tvpe of certif- icate issued bv the United States. But

if a ship asks for an inspection, the Canal

authorities will oblige the request.

Canal authorities can denv passage to any vessel if condition of the cargo, hull or machinery is considered a danger

to Canal structures, or when the condition of these items might result in an

obstruction in the Canal. A proper trim is required for transit.

If the list is more than 10 degrees, or if the trim or loading mav dangerouslv

affect the ship's abilitv to maneuver,

transit can be denied. Anv ship longer than 150 feet must

have rudder-angle and engine-revolution

indicators, both operating properly; if these are not ship's equipment, the

transit mav be delayed as long as authorities think is necessarv to obtain the maximum safetv margin.

There also are detailed requirements

for lights that must be clearly visible on

ships transiting the Canal. Equipment

for sound signals is required. The maximum speed of vessels in various areas

in Canal waters also is regulated. Speed

limits range from 6 knots in the narrow

300-foot reaches of Gaillard Cut to 18 knots in the 1,000-foot-wide reaches

in Gatun Lake.

If a ship is in transit and a defect is discovered which might interfere with

its further transit, Canal authorities may

require it to anchor until the defect

is corrected.

Experience has been a factor in the development of these regulations. There

is a sound reason behind each one. The fact that over 12,000 ships now

transit the Canal routinely every year is an indication of the validity of these

regulations, designed to insure the "Canalworthiness" of vessels.

PRINCIPAL COMMODITIES SHIPPED THROUGH THE CANAL

(All cargo figures in long tons)

Pacific to Atlantic

Commodity

Ores, various Lumber

Petroleum & products (excludes asphalt)

Wheat

Sugar

Canned food products

Nitrate of soda Pulpwood

Bananas

Metal, various Food products in refrigeration (except fresh

fruits) Coffee

Cotton, raw

Iron and steel manufactures

Fishmeal

All others

Total

First Quarter, Fiscal Year1965

1,975,959

1,058,749

291,459

179,693

826,657

252,338

156,590

143,739

327,575

292,953

205,568

88,085

66,502

426,827

320,483

1,344,238

7,957,415

1964

1,960,324

892,440

661,494

153,974

784,926

242,402

154,072

122,261

276,024

248,194

226,134

127,903

62,341

254,198

253,531

1,247,965

7,668,183

Average

1951-55

987,567

798,109

339,598

473,208

346,218

309,830

250,093

44,248

155,958

175,110

142,823

60,065

37,857

39,171

709,895

4,869,750

Atlantic to Pacific

Commodity

Petroleum & products (excludes asphalt)- Coal and coke

Iron and steel manufactures

Phosphates

Sugar

Soybeans

Metal, scrap

Sulfur

Flour, wheat

Paper and paper products

Ores, various Machinery

CornChemicals unclassified- Automobiles and partsAll others

Total 10,935,915

First Quarter, Fiscal Year1965

3,608,789

1,429,851

361,229

708,341

244,688

328,847

697,992

123,385

111,589

152,030

257,239

109,823

624,373

207,198

89,708

1,880,833

1964

2,632,073

1,485,974

339,895

459,546

230,849

387,736

1,002,214

119,546

74,068

110,330

266,460

96,033

375,630

133,400

77,631

1,807,431

9,598,816

Average

1951-55 709,710

539,013

376,917

156,591

99,311

43,705

10,321

96,831

14,167

90,900

53,676

66,690

12,729

45,236

66,627

1,250,476

3,632,900

CANAL TRANSITS - COMMERCIAL AND U.S. GOVERNMENT
y t

-i &?&.

*V PROSPECTOR

* • n H! »*S! SB ta!^-

. i& •irri • i

• r

t

• I » • •

The R. V. Prospector, research ship now making marine studies in the Pacific for a shipping company. PANAMA CANAL EXPERTS LIKE THE IDEA

"All Wet" TV Show Is Good

EYES TO see and ears to hear. The men who run the Panama Canal

need both. And as ship traffic increases, the type of scientific assistance used to augment human eves and ears must be more and more accurate. Canal officials are showing consider- able interest in a recently perfected

transitor-type television camera, which,

if adopted for Panama Canal use, would

give Canal workers a new set of eves. The compact 20-pound television camera, capable of operating in water

to depths of thousands of feet below the

surface, arrived here not long ago as an important piece of the equipment of the research vessel Prospector. It is being used in the study of ocean-bottom

topography and materials. Although the camera is geared to send

back pictures of the ocean floor thou- sands of feet deep, it works equally well

in shallow depths and its powerful light

attachment would penetrate even the murky waters of Caillard Cut. At present the Panama Canal Survey

Branch makes a regular sonar inspection

of the bottom of the Cut to check for obstacles or "lumps" or other obstructions which might be hazards to shipping. Electronic devices or electrical ears may discover the lumps but it then takes

actual inspections bv Dredging Division

forces to determine if they are heaps of

silt kicked up by ships' propeller action

or whether they are hard and dangerous

rock upheavals or drop-ins which could cause serious trouble. Several plans including the use of a

television camera have been suggested

to improve and simplify on-the-spot

inspection of lumps in Gaillard Cut. Since the silt-filled water hinders the

vision of divers attempting to locate

obstructions, one plan involved the use

of a viewing bell in conjunction with the

television camera and light. After the

diver locates the obstruction, the light

would provide sufficient illumination to give experts at the surface a televised view of the object.

Canal officials who inspected the compact television camera on board the

Prospector suggested other possible uses

for the new device. The camera and its portable receiving

set could be employed at the locks to inspect miter gates or other installations which are inaccessible unless the lock chambers are emptied.

They believed also that the camera would be valuable for the inspection

of ship hulls and underwater damage

to vessels lying at dock or anchored in the harbor. The Prospector arrived at Balboa from

Newport News, Va., with a group of

scientists aboard, on their way to the

Pacific where they will spend a year making a study of marine acoustics,

ocean-bottom topographv, and other data for the Newport News Shipbuilding

& Dry Dock Co. The information is to be used to further the company's knowledge in these fields. The study, it is hoped, will yield information which will enable

improvements on products and extend

the company's diversification program.

(See p. 20)

14 November 1964
CANAL HISTORY

50 y[earJ c4g.o

THE BRAND NEW Panama Canal was

doing a rushing business 50 year ago, despite the check on world ship traffic as a result of the European war and the

interference by war vessels with the shipping of belligerent nations. The

Canal Record reported that traffic in the first month and a half of its commercial service exceeded anticipations.

From August 15 to October 1, 81 vessels passed through the Canal with 100 more appearing for transit during the

first week in October. The total net Canal tonnage carried from the Atlantic to the Pacific, includ- ing that handled prior to the formal

opening, was 144,434 for the first 6

weeks. The aggregate net Canal tonnage

transported from the Pacific to the Atlantic, including 57 barges, was

153,312 tons. Total tolls collected

amounted to $369,706.

The collier Jupiter arrived at Balboa

on October 8, 1914, on its way from the north Pacific to Philadelphia. With a

length of 520 feet, a beam of 65 feet and a draft of 27 feet 8 inches, it was

the largest vessel to pass through the Canal up to that time. The Jupiter was

the only large vessel in the world at that time to be powered by electricity,

according to the Canal Record.

The Panama Railroad began in October 1914 the construction of a new rat- proof freight house to replace the old

building on Avenue B in Panama City.

The new building was to cost $72,000.

25 yeard c4go

WORLD WAR II was only 2 months

old in Europe 25 years ago this month.

The U.S. Army had already ordered the

first blackout in the history of the Canal

Zone. Besides giving the residents of the Canal Zone an opportunity to experi- ence how civilians in London and Paris must have been feeling, it permitted

U.S. Army planes to observe how much

of the Canal and its defenses were

visible during a complete blackout. President Juan D. Arosemena and Col. Manuel Pino, commander in chief of the Panama Police Force, observed the

blackout from the top of Ancon Hill. It was pronounced a success and plans were made for another which would

plunge into darkness the entire Isthmus

including the Canal Zone, Panama, and

Colon.

Reorganization of the Panama Canal

Department of the U.S. Army along

wartime lines was announced in a general order issued by Maj. Gen. David

L. Stone. The new setup divided the Department into four major divisions.

U.S. Under Secretary of State Summer

Welles was among the delegates of the American Republics who met in Panama

25 years ago to discuss policy to be

followed by the 21 American states as neutrals during the European war. Most

important proposal was the 300-mile

safety zone around the American

continent. Three new post offices were to be

opened in the Canal Zone to provide

adequate postal service for increasing

personnel of the U.S. Army and Navy,

it was announced by C. H. Calhoun,

Director of Posts.

wy,eari tffO SEVERAL HUNDRED Canal Zone

residents, including Gov. John S. Seybold, visited Coco Solo Hospital during an open house prior to its formal

opening October 27, 1954. The hospital

had been transferred to the Canal Zone

by the U.S. Navy to provide consol- idated medical facilities on the Atlantic

side.Another phase of the extensive 60-

cycle conversion program in the Canal was started 10 years ago when bids were asked on four new generators for the Gatun Hydroelectric Plant. These were the first bids asked for equipment

needed for the project. Meanwhile, a house-to-house canvass to survey fre- quency sensitive equipment in the home

was being carried out on the Atlantic

side.More than 50 feet had been sliced

off the top of Contractors Hill at Gaillard Cut and approximately 200,000 cubic

yards of earth and rock had been re- moved by October 1, 1954. The project

had been started in June of that year by Tecon Corp. of Texas, contractor for the work.

Typical scene of daily life in Panama's interior was shown during Music Week held recently

at Canal Zone Latin American communities. The above scene shows Santa Cruz students Rosa Vergara, Jorge Rodriguez, and Jose Rutcher acting out a scene on domestic chores. Rutcher, crouching down, fans the fire heating the coEee pot, while his stage wife looks

on. The cutarra-shod hillbilly makes ready to go out to the fields in coveralls and strawhat.

The Panama Canal Review 15
The commemorative plate, distributed on the occasion of the 775th anniversary of the

Port of Hamburg, celebrated this year in the ancient and prosperous port facility.

Capt. Waldemar Nielsen, of the MS Pisang, was host to Capt. E. B. Rainier, of the

Port of Cristobal, and Capt. E. G. Abbott, of the Port of Balboa, at a champagne breakfast held aboard the ship in honor of the 775th anniversary of the Port of Hamburg. Captain

Nielsen, far left, presented commemorative plates of the Port of Hamburg, which are distributed to port captains of the major ports of the world, to Captain Rainier, far right, and Captain Abbott. Hans J. lilies, center, manager of Continental Shipping Corp., looks on.

World Ports

Hamburg:

775 Years

Of Growth

ON MAY 7, 1189, Frederick I, one of the first great German emperors of the Middle Ages, granted to Count Adolphus III of Holstein important harbor

privileges, and, above all, exemption

from imperial tolls. Frederick, who was

at the time preoccupied with his preparation for one of the famous crusades,

probablv never realized the importance

of the event. He did not dream that this seeminglv insignificant date would one day be remembered as the "birthday"

of Hamburg, "Germany's gate to overseas," and one of the oldest leading

ports of the world. The cosmopolitan port of Hamburg,

which celebrates its 775th anniversary

this year, has grown and prospered since

its birth. It saw its first period of pros- perity as a member of the Hanseatic

League, which extended its trade routes over the whole of Europe, and still bears

the title of "Hanseatic City."

Hamburg has a deep and colorful

historv, but its present is much more

amazing, and its future full of promise.

The results of two world wars were overcome after energetic construction

work during this century, and today,

Hamburg, with its modern technical equipment, is a larger and faster port

than at any other time in its long history.

It is an efficient port with an area

of about 29 square miles and employs

about 80,000 people. It handled ap- proximately 33.3 million tons of cargo

in 1963. Hamburg's prominence as a world

port is emphasized by the fact that more

than two-thirds of the cargo it handles

is part of the import and export trade with America, Asia, Africa, and Australia. Its geographical position at the

intersection of large economic units enables Hamburg, as far as the political situation permits, to act as mediator between the different interests of various groups. To insure efficiency in handling cargo, Hamburg is provided with special facil16 November 1964
This drawing reflects something of the romantic atmosphere of the "old past." It shows the "Baumhaus," the seat of port officials, on "Baumwall," a street that 300 years ago was at the mouth of Hamburg's harbor. Today, this same area bustles with commercial activity.

ities. There are more than a million square yards of covered storing space

in quayside sheds and warehouses. In

this respect, Hamburg is better equipped than any of the other European

ports. Furthermore, there are special tanker terminals—modern refrigeration

plants for cold storage of goods—that have earned Hamburg the name of "the

cold storage center of the North." Hamburg's growth into the largest

German industrial city after Berlin has promoted trade and communications

considerably, and has increased the effi- ciency of its port. Inland communications are now being extended and

improved; the railway leading south

will soon be electrified and the autobahn

widened to three lanes both ways. Hamburg is also equipped with large

modern dockyards for shipbuilding and

repair work, where nearly 2,200 sea- going vessels were docked during the

past year. Including all basins and canals, the

present harbor has an area of about

12,500 acres, about 3,900 acres of which

are taken up by the free port. About

3,300 acres are occupied by shipping

industries, of which 950 acres were

The swampy islands of Hamburg were turned into large harbor basins, and today between

120 and 140 ships from nations over the world can be found at the same spot.

added after the war. These figures refer

to purely industrial areas; they exclude

waterways and roadways. Hamburg's

harbor will be enlarged by about 6,250

acres and will then comprise a total area

of about 18,750 acres, or 29 square

miles. Hamburg has always been the center

of German oceanographic research, and

since it will be the home port of the new Meteor, its oceanographic, marine

meteorological, and marine biological

institutes will profit considerably from

the findings of this research vessel. Shipbuilding in the port of Hamburg

is also on the increase. In 1963, 42 ships

with a total of 265,000 gross tons were

built. They were merchant vessels, with

and without cabins for passengers, at sizes varying between 400 and 20,000

gross tons, tankers with deadweight

tonnage capacitv between 36,000 and

91,000, fast ships equipped with freez- ing and cooling plants of 3,000 and

4,000 gross tons, and other specially

designed ships.

The Panama Canal Review 17
PANAMAS PACIFIC

BEACHES BLOOMING

UouriJtJ 3ind

Pleasure, Calm,

Surf, ana Sun

BEACHES RANK high when it comes to evaluating the tourist attractions of a country. For years, visitors have been flocking to Caribbean

islands to enjoy surf and sun.

Places like Nassau's Paradise

Beach and Jamaica's plush north

coast resorts have built a healthy

tourist industry on their sandy shores. But it took more than sand, surf, and

balmy breezes to do the trick. Tourists love to swim and sun themselves.

But thev also like creature comfortsmodern accommodations, good food,

and entertainment.

Panama's privileged geographical

position makes it a natural vacationland. It has fine hotels, excellent res- taurants, casinos, shopping at bargain

prices, and fabulous fishing.

It also has beaches, fine beaches.

Residents of the Isthmus have been

enjoying them for years, but up until recently, no serious efforts had been

made to promote them into full- blown, international resorts.

In recent years, businessmen have

been investing in the future of

Panama's tourist industry and the

prospects of its beaches becoming a major attraction have brightened.

A big stride in this direction was

the opening of the Governmentowned Hotel Taboga, which is at- tracting large numbers of visitors to the beautiful island. Operated by the

Hotel International, it offers fine

* *

- *?",

18 November 1964
Two-story, thatched-roof cottages provide accommodations for four persons. PANAMA'S PACIFIC BEACHES BLOOMING

food, good service, and many air- conditioned rooms.

All along the Pacific coast of the

Isthmus, there are excellent beaches

and many of them now offer good

accommodations at reasonable rates. Latest addition on the beachfront

is at Santa Clara, where weekend

visitors and vacationers now find a neat row of two-story, thatched-roof

cottages just a stone's throw from the water. Each sleeps four persons and

is equipped with complete kitchen

facilities. Built on stilts, the cottages

provide garage space underneath.

The new facility is an addition to Phillips Cottages, purchased by Mr.

and Mrs. Erasmo de la Guardia and

now called Mummu Cottages. In addition to comfortable housekeeping accommodations on the

beach, there are other facilities, in- cluding horseback riding and boats

for hire.

Just a 2-hour drive from Panama,

Santa Clara is an ideal honeymoon

hideout or vacation spot for the

family.

Other Pacific coast spots en route

to Santa Clara are Coronado and San

Carlos Beaches, where accommodations may also be arranged. For fish- ing enthusiasts, there is the plush,

well-equipped Pinas Bay Club, also on the Pacific shore, close to the

Colombian border.

The Panama Canal Review 19
ANNIVERSARIES

(On the basis of total Federal Service)

PERSONNEL BUREAU

Frank D. Naughton

Employee Management

Relations Specialist

SUPPLY AND COMMUNITY

SERVICE BUREAU

Joseph N. Noble

Motion Piq

Proiectioliist (3- MARINE B, Denton W. Broad

Control House Operator

G. A. Richards Linehandle

Clifford Rodni Linehandler (Ue

Edgar C. Springer

File Clerk

land)

OFFICE OF THE COMPTROLLER

James H. Selby

Supervisory Cost Accountant

(Chief, Plant Accounting

Branch)

ENGINEERING AND

CONSTRUCTION BUREAU

Leslie B. Clarke

Construction Inspector

(General) Eustace A. Dawkins

Maintenanceman

(Transmission Lines)

Waldo B. Gilley

preman

;s and Public Works)

on

?c«"ician TATION AND

LS BUREAU

ira^nr O'Brien, Jr. erminals Operation

Superintendent (Superintendent, Terminals Division)

CIVIL AFFAIRS BUREAU

Margaret R. Conner

Teacher

(Elementary-U.S. Schools) Michael F. Greene Customs Inspector

"A// Wet" TV

A Good Show

(Continued from p. 14)

The venture is understood to represent an investment of several hundred

thousand dollars. The 152-foot Prospector is the former

Matane of La Compagnie de Transport

du Bas St. Laurent. She was built in 1938 and for years served the Canadian

company as a cargo-passenger craft on

the lower St. Lawrence River between

Rimouski and Sept Isles. After being acquired by the Newport

News company, she was equipped with

radar, loran, sonar, underwater televi- sion, underwater cameras, high-speed

winches, and air conditioning. She is manned by a total crew of 15, all shipyard employees headed by Capt. George

Bennett. Head of the scientific department is Dr. John L. Mero, a graduate of the Universitv of California at Berkelev, a research engineer with the Institute of Marine Resources of the University of California and formerly associated with

the Scripps Institute of Oceanographv

at La Jolla.

Panama Canal diver Leslie Bine-hart ap- parently likes the looks of the compact

20-pound television camera that he's about

to use for an inspection of the hull of the research vessel Prospector.

20 November 1964
AND IT HAS JUST ABOUT EVERYTHING

A "SEEWORTHY" HOUSEBOAT!

NOW THIS is more like it: a houseboat

built for two. The Sky-Lark can accom- modate 20 (Spillway story, Aug. 7)

but the Peregrine is strictly for small family comfort and ease. Anchored at Rodman Naval Station,

the 35-ton nautical house belongs to Comdr. and Mrs. Sidney E. Taylor, district planning officer for the 15th Naval

District at Fort Amador.

The Peregrine, meaning traveler or stranger in a foreign land, was born at

S- ' "MM,* £

s !

'

• li

u

i

Made to order for those nautical weekends, the Peregrine's living room has all the comforts

of a house on shore. Commander Taylor is trying to convince his pet dachshund of this.

i

I

vt .|v % M i! II

Could it be? Yes. There's enough space in Peregrine's bedroom for this double bed. The

carving on the headboard was done by students at Don Bosco Institute, in Panama City.

the Fort Amador picnic area in November 1957. The dream of a quarter of a century and 3 years of hard, physical labor had their reward when the house- boat was launched in September 1961.

Built at a cost of approximately

$18,000, including labor, the Peregrine has an overall length of 48 feet, a beam

of 16 feet and an estimated draft of 30 inches. Taylor designed the flat- bottomed boat himself to accommodate

certain criteria established by Mrs. Taylor. They included a separate room for the bedroom, a standard-sized stove, a

full-sized refrigerator with plenty of freezing space, hot and cold running

water, ample closet and storage space, both shower and bathtub, wall-to-wall carpeting in the bathroom and air conditioning.

Construction of the boat was a community project—that is, a number of area people volunteered their services. Taylor, of course, did much of the labor but

hired a carpenter to do all the cabinet

work and at various times employed

local help for what he calls "casual

labor." He was further assisted by neighbors and fellow officers, "experts" among

the boating fraternity and "out-of-work" caddies at Fort Amador golf course. The commander estimates that 20,000

board feet of a variety of woods obtained

locally were used to build the boat. In addition, the entire hull is pegged with more than 8,000 3- to 4-inch wooden

plugs to give the boat that "pegged deck

effect." It is powered by two gray marine

diesel engines, 225 horsepower each,

which give the Peregrine a maximum

speed of about 8 knots. Taylor got his engines, an automatic

firefighting device for the engineroom,

two toilets and other miscellaneous arti- cles from a surplus boat he bought

from the Army. The Peregrine has a water-pressure system, an air-condition- ing unit, battery charger, auxiliary lights

and a generator. It also has navigational

devices such as a depth finder and a radio direction finder. Obviously, such elaborate accessories and accommodations aboard the house- boat weren't planned over 1 weekend,

1 month or even 1 year. The Peregrine

had its beginning in the 1930's when

(See p. 22)

The Panama Canal Review 21
//( // SEEWORTHY

BOAT BOASTS

EVERYTHING

(Continued from p. 21 ) the Taylors were active in southern

California yachting circles. At that time, the commander had just arrived in the United States from Great

Britain. He was bom in Hull, England,

in 1909 and joined the Royal Navy in 1923 as a seaman apprentice. In 1933,

he made the United States his new

home and married the former Karen

Christiansen. The couple's plans in those years were

to build a yacht but World War II and

a career in the U.S. Navy delayed construction. Eventually, the Taylors de- cided that a yacht could not give them

the marine comforts they wanted so they

settled on a houseboat. Commander and Mrs. Taylor hope to cruise the Mediterranean or the Caribbean on the Peregrine someday, and

then go to California or Florida, moor

the Peregrine and use it as their home.

It's big kitchen comfort and little kitchen cleaning ease on this houseboat! Commander

Taylor removes a bread bin from a cupboard in the galley, revealing ample storage space.

Ready for a "peregrination" she is! The Peregrine is 48 feet by 16 feet. Commander Taylor stands atop the boat to show its size.

22 November 1964
THREADING THE NEEDLE

It'll never make it, you think when you're standing on the

bridge of a big ship as it heads into the lock chamber (this one's at Miraflores). It looks as if the ship will have to push the walls aside a little. That's the view a pilot gets

from the point where this photo was taken. But he gives

a few orders and the ship slips surely and easily into the

Panama Canal locks, with room to spare. A tribute to the

skill of the pilots is that ships like the Ellenis, above,

are transiting the Canal every day on a routine basis.

The Panama Canal Review 23
Cruise Ships

s HIPPING

ONE OF THE first cruise ships to call

at Canal ports this season will be the Holland-American liner Statendam, due

to arrive in Balboa December 3 from

Los Angeles, after making a 50-day

cruise to the Pacific. The ship will dock in Balboa and transit the Canal

December 4 on her way to New York

with stops at Kingston, Jamaica, and

Nassau.

Pacific-Ford, agent for the line in Panama, has announced that the SS

Rijndam is being diverted by the Holland-American Line from her regular

Canada-Europe run and will sail around

the world via Australia and the United

States west coast. She is scheduled to arrive at Balboa January 13, will dock

and transit the Canal the following day.

The ship will sail for Europe via Ja- maica with Lisbon her first European

port of call. Another Holland-American liner due

this season is the SS Rotterdam, arriving

April 7 in Balboa following a roundthe-world cruise originating in New

York. Two Cunard cruise ships will call at the Canal this season, according to Pacific-Ford. They are the Mauretania,

due February 3 in Cristobal on a Caribbean cruise and the Coronia, due in Bal- boa April 28 on the last lap of a globegirdling voyage which includes Africa and Asia. C. B. Fenton & Co. has announced

the arrival in Cristobal on January 25

of the Norwegian-American liner Bergensfjord. The ship will be starting a world trip via Suez and the Far East during which she will call at 20 ports

and travel 26,983 miles. Also due in January is the well-known cruise liner Ktingsholm, of the Swedish-America

Line, on her way to the west coast and

a South Seas cruise. The ship will dock

in Balboa January 13 after making the Canal transit and sail the following

day. On her return trip she will arrive

at Balboa April 3 and dock in Cristobal before sailing for New York. The SS Homeric of the Home Line,

also represented by Fenton, will call at Cristobal February 13 as part of a Caribbean cruise from New York. New Lykes Cargo Ship

THE SS LOUISE LYKES, described as the Nation's most fully automated cargo

TRANSITS BY OCEANGOING VESSELS

IN FIRST QUARTER

FISCAL YEAR 1965

J 965 1964 Commercial 2,976 2,813

U.S. Government 67 63

Free 23 26

Total 3,066 2,902

TOLLS*

Commercial $16,146,343 $14,586,978

U.S. Government. 421,058 335,420

Total. . . . $16,567,401 $14,922,398

CARGO00

Commercial.... 18,893,330 17,266,999

U.S. Government. 442,969 360,991

Free 123,094 120,762

Total

19,459,393 17,748,752

• Includes tolls on all vessels, oceangoing and

small. °°Cargo figures are in long tons.

liner and the largest merchant ship ever

built in New Orleans, was launched in September by Luci Baines Johnson at

the Avondale Shipyards and is expected to make her maiden voyage through

the Canal early next year. The vessel

is the first of 12 such ships being built

for the Lykes Bros., Steamship Co. for the Lvkes trade route to the Far East.

In launching the vessel, the 17-yearold vounger daughter of President and

Mrs. Johnson completed a task her

father started 9 months earlier when he

pushed a button in the White House

to start an automatic welding machine

in the shipyards in New Orleans to weld the keel of the Louise Lykes.

Each of the 12 new ships will be

540 feet long, will have a deadweight

of 14,000 tons, a speed of 20 knots and

will be completely air conditioned. The

Westinghouse designed and built auto- matic equipment will enable one man

to control the operations of the ship's

engineroom and give officers on the bridge fingertip control of the speed

and direction of the ship. The system

will make possible a 30-percent reduction in the size of crews. Panama Agencies represents Lyke

Bros. Steamship Co. at the Canal. New Intercoastal Ships

IF PLANS FOR the construction of three 24-knot container ships materialize, the American-Hawaiian Steamship

Co. will return to the intercoastal trade

for the first time since World War II. According to reports from U.S. shiping circles, bids are being invited for the construction of the vessels, which

will be 900 feet in length and 101 feet

in beam. They will be used for inter- coastal service between New York and

California and will be the longest vessels to pass through the Panama Canal.

Built to carry 888 40-foot highway

trailer vans, the vessels would be the

largest and fastest of their type in the

world. The run between New York and

San Francisco would take 9 days. The

design includes automation of the en- gineroom. "Maritime Reporter" and

"Engineering News" say the cost will be approximately $35 million. MOO

1965



Date Due

Due

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AUG 3 S9m-^^9^ —
/ 7

UNIVERSITY OF FLORIDA amm

3 1262 04820 5131