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Vol. 7, No. 1 BALBOA HEIGHTS, CANAL ZONE, AUGUST 3, 1956 5 cents

CANAL COMPANY AGREES TO BUY TWO NEW TYPE

LOCKS TOWING LOCOMOTIVES FOR TEST PURPOSES

A FAMILIAR GRIN—AN UNWANTED RAIN

(See pages 2 and 3 for more pictures of the Presidents in the Canal Zone)

U. S. Army Photo FOR ZONIANS THE crowning event of the meeting of the Presidents was the trip through the Canal Zone communities on the Paiiflj side by President Eisenhower. A typical tropical downpour started

just before the trip and continued until he left the Zone. It failed to dampen the enthusiasm and glow

of pride which radiated on all sides from employees of the Panama Canal organization and their families. Accompanying the President on his hour-long drive were Governor Potter, at the President's left, and

Lieutenant General William K. Harrison, Jr.

Record Enrollment Of 7,000 Expected

When Zone Schools Reopen Next Month

An expected 15 percent increase in junior high school enrollments and a five p3rcent increase in senior high school students will bring the total enrollment

in the United States schools in the Canal Zone to a record 7,000 when they reopen

next month. This figure includes kinder- garten and junior college projected enrollments. Canal Zone school officials have an uncanny knack of predicting the total enrollment of schools year after year, and many times miss the final figures by

only two or three. Their estimates are far more than educated guesses, being based on studies over a period of many weeks

covering various Zone communities.

United States schools on the Zone will reopen Friday, September 7, for the 1956-

57 term. Many new teachers, alterations,

and improvements to several school buildings, and a few changes in school district- ing are on schedule for the new term. The expected enrollment figures are:

Kindergartens, 600; elementary schools,

4,055; junior high schools, 961; senior high schools, 1,199; and the Canal Zone

Junior College, 185. These figures rep- resent only a slight change from the

actual enrollments last year for the kindergarten and elementary schools, but with

higher enrollments in secondary schools. The teaching staff of the elementary

schools will remain the same, numerically,

as that of last year. Five additional teachers are to be employed for secondary

schools. Up to last month 17 new teachers had

been employed in the United States.

It has been requested that applications be made at the office of the Superintendent of Schools. Applicants for elementary

or junior high school teaching positions should have bachelor degrees and professional certification, or its equivalent in education credits, while applicants for high school work require master degrees.

Painting, soundproofing, (See page 18)

Negotiations have been completed

between the Panama Canal Company

and R. G. LeTourneau, Inc., of Longview, Tex., for the purchase of two ex- perimental Locks towing locomotives of radically different design and operating

features from those now in use. The purchase of the two locomotives

for test purposes was approved by the Board of Directors at the July meeting.

They will be used as test equipment at Gatun Locks to determine their perform- ance in the handling of vessels of all cat- egories in comparison with towing loco- motives now in use. If the equipment

proves satisfactory in all respects it is planned to purchase a total of 27 units

to replace the 67 towing locomotives now

in service. The LeTourneau locomotives are de- signed to furnish sufficient power and

maneuverability to require only two machines in assisting a ship of average size

in the Canal locks. Four would be re- quired for larger vessels. All locomotives would operate. on the

center wall and none would be required

on the side walls. Generally, six towing

locomotives, three on each lock wall, are now used in the lockage of an averagesized vessel, with a maximum of ten or- dinarily being required for the larger

vessels. Proposals for the replacement of the Canal towing locomotives were opened

last March, with proposals being received from three heavy-equipment manufacturing firms in the United States. Other

firms offering proposals were International General Electric Company and the Sandy Hill Iron & Brass Works.

The Canal Company had invited proposals for the replacement of the towing

locomotives by 57 units of the same general design as those now in use; an unspecified number of the type in service but

with modifications proposed by the manufacturer; or towing devices of any nature

to be designed by the manufacturer to meet the functional requirements for handling ships of all sizes in the Locks. Only LeTourneau submitted a proposal

for the latter type (See page 20) DIRECTORY SUPPLEMENT

The cover of The Panama Canal

Reviews annual Canal organization

directory supplement is the repro- duction of one of Joseph Pennell's

lithographs. It shows the construction of Pedro Miguel Locks and the

erection of the gates. Mr. Pennell was one of the fore- most artists of his day. He visited the Canal Zone early in 1912 and

completed a series of more than 20 lithographs of the Canal construction and general scenes on the

Isthmus.
THE PANAMA CANAL REVIEW August 3, 1956

AND, THANK YOU,

^^T^*

A "thank you" letter which will stir the emotion of every person who has a

part in the operation of the Panama

Canal is quoted below in its entirety:

July S3, 1956 Dear Governor Potter:

I am always, a little appalled at the bur- den that I know is put on the facilities of any place such as the Canal Zone when a

party the size of ours arrives. But you, and

the members of your staff, have been more

than kind to us, and I know I speak for everyone with me when I express our sincere thanks for your fine cooperation, effi- ciency, and helpfulness.

From my own observations, and from the comments of my associates, I want also to congratulate you on the high morale and

spirit of the people with whom we have had

contact. Additionally, I must add that I was tremendously impressed with the many

changes and improvements that have been made in the physical appearance of the Zone since my last visit here. Again my gratitude and warm regard,

Sincerely,

(signed) DWIGHT D. EISENHOWER

The President's letter was read at the Governor's July conference with Civic Council representatives and the original copy circulated to members of the Governor's staff. In a special memorandum accompanying President Eisenhower's letter, Governor Potter called special attention to the mention of the ability of the Canal

organization to accept any workload effi- ciently and creditably and the continual improvement in the physical appearance

of the Canal Zone.

"I am pleased," Governor Potter said, "that these two elements were obvious to the President in such a short trip, and I can assure you that during the entire time

of his one-hour ride through the Zone

he expressed admiration many times on

not only the appearance of the Zone but

the spirit of the people who make the Canal possible."

A tropical downpour which unfortunately occurred during a one-hour ride through the Canal Zone by President

Eisenhower between 3 and 4 o'clock on Monday, July 23, the last day of his visit to the Isthmus, failed to dampen the

spirits of the thousands who lined the

streets. The President, accompanied by

Governor Potter and Lt. Gen. William

K. Harrison, made the trip in the famous

bubble-top car, trailed by two bus-loads

of newspaper, radio, and photographic

representatives.

Entering the Zone at Frangipani Street the entourage passed Gorgas Hospital, the Administration Building, Balboa, Fort Amador, and Albrook Air Force Base. The infectious grin known to millions was

in evidence for every man, woman, and

child in sighting distance. President Eisenhower's trip" through

the Canal Zone communities climaxed a week of historic and exciting events for Isthmian residents. Never before in the

history of the world has such a meeting

as that of the Presidents of the American

Republics taken place; never before in the

history of the Panama Canal has its operations been viewed by so many disting- uished visitors in such a brief time. Time and space limitations preclude
Augusf 3, 1956 THE PANAMA CANAL REVIEW

MR. PRESIDENTS

the presentation in this issue of The

Review of a complete picture story of the visit of all the Presidents and OAS

Ambassadors to Miraflores Locks. In all, eight Presidents, an Assistant President,

and five Ambassadors visited the Locks. These were in addition to the Canal Zone

tour by President Eisenhower and the departure from Balboa by ship of President Anastasio Somoza of Nicaragua.

Each of the Chief Executives and Ambassadors were personally greeted upon

their arrival at Miraflores Locks by Governor Potter, Lt. Gov. H. W. Schull, Jr., Capt. Warner S. Rodimon, Marine Director, and other Canal officials. Men and women of the Canal organization who

speak Spanish and who know the workings of the Canal were assigned to each

party during their visit. A special spectators' stand was erected at the incline

of the east lock wall and provided an excellent view of the ships as they were

being locked through. Later, most of the

visitors were escorted through the control house. On these two pages are pictures of the

visits by six of the American Presidents and U. S. Presidential Assistant Sherman

C. Adams.

On the opposite page, top to bottom:

An explanation of how the knobs and

other gadgets on the control-panel work

is being given to President Fulgencio Batista of Cuba, (center) by Lt. Gov. Schull (hand on gauge).

The distinguished appearing President, Jose Maria Velasco Ibarra, of Ecuador

(with glasses), is standing in. front at the Governor's right. Shown in the back row

between the Governor and President

Ibarra is the Canal's interpreter, William

O'Sullivan. He was also specially dele- gated to accompany the Haitian visitors since he speaks French.

President Carlos Ibanez del Campo, of

Chile, posed with members of his party

in the control house at Miraflores. He is standing in the center next to Governor

Potter. Presidential Assistant Adams (pointing), was enchanted by the working of the Locks. On the lock-gate with him,

left to right, are Miss Mary Caffrey, Sec- retary to Press Secretary James C. Haggerty; Mrs. Ann C. Whitman, Secretary

to President Eisenhower; Captain Rodi- mon; Panamanian Ambassador to the U. S., J. J. Vallarino; and Maj. David H.

Smith, Military Assistant to the Governor.This page, from top down:

Two Presidents chat with Governor

Potter in the spectators stand. Center

is President Ruiz Cortines of Mexico and

President Alberto Zubiria of Uruguay. "Here is how the thing works," Governor Potter seems to be telling President

Juscelino Kubitschek, of Brazil, second

from left, who is intently following what

the Governor is saying. President Kubitschek spent the longest time of any

President at the Locks. Gen. Hector Bienvenido Trujillo, of the Dominican Republic, is shown second

from left with hand on rail watching a Canal transit. At the right is Frank Wilder, of the Internal Security Branch, who

gave an explanation in Spanish of the Canal and its operation to all visitors.
THE PANAMA CANAL REVIEW August 3, 1956

Canal Zone Postal Service

To Be Increased, Improved

An increased and improved postal service for the Canal Zone public will be in- augurated about August 15 by the extension of office hours, additional postal

money-order service, and other changes.

One of the principal changes will be the

transfer of the Financial Unit from the

Civil Affairs Building to the Balboa Post

Office. Coincidental with this change will be a considerable extension of service- hours at Balboa. The Ancon general delivery service is

to be consolidated with that service at Balboa. The personnel reassignments in connection with this change will make

possible continuous service from 8 a. m.

to 5 p. m. from Monday through Friday.

The new hours for postal money order and postal savings sales at Balboa will be from 9 a. m. to 5:30 p. m. from Monday through Saturday. Service six days

a week will also be provided at Balboa

for stamps, registry, parcel mailing, and

delivery, and registry and insured delivery. Hours for this service will be from

8 a. m. to 5:30 p. m. The service hours at the Balboa Heights

branch post office will be changed to 9

a. m. to 2 p. m., and 3 to 4:30 p. m., on

five days a week. At present morning

service does not begin until 11:30 a. m.

Also, money order service will be resumed

at Balboa Heights in the morning.

Arrangements have been made to pro- vide noon-hour service at Cristobal Post

Office on week-days. Money, stamp, and

other similar services will be offered from

9 a. m. to noon and from 1 to 5 p. m. on

Saturdays.

Money order service will be reestablished at the branch post offices at Fort Amador and Albrook Air Force Base.

In announcing the extensive revision

of postal service, it was stated that the

additional service is made possible by

operating efficiencies resulting from the adopting of the revised money order pro- cedures on July 1. The new method of issuing money orders has greatly facili- tated the work in post offices and has

speeded up this service.

Architects And Engineers

To Be Registered In Zone

Regulations governing the practice of architects and professional engineers in the Canal Zone have been issued by

Gov. W. E. Potter. Legislation permitting the establish- ment of regulations pertaining to the

registration of architects and engineers was passed by Congress and approved by

the President early last month. The legis- lation had been urged both by the Canal

Administration and the architects and

engineers on the Isthmus. The regulations issued by Governor

Potter provide for the establishment of a Board of Registration and specify the

duties and terms of office of the members

of the Board. The Board will be composed of two architects and three engineers—civil, electrical, and mechanical

and will be appointed by the Governor. The lengthy regulations have been

printed and copies may be obtained upon

request by architects and engineers at the Administrative Branch offices at Balboa

Heights.

Registration will not be required for

Driver's Canal Service Spans

35 Years In Auto Development

JUAN BATISTA BRUNEL P.

One of the first cars Juan Batista Brunei P. ever drove for the Canal organization, " 'way back before the first war," was a Model T Ford sideseater truck with a pair of kerosene carriage-lamps

mounted just below its vertical windshield. For years he has carried a picture

of old No. 203 in a wallet in his pocket.

The old car was a far cry from the shiny streamlined sedan in which he made

his last trip last month as driver for the Housing and Grounds Division. Although he was on the rolls of the Motor Transportation Division for close to 35 years, he was assigned throughout

that entire period to what used to be the Quartermaster's Office and is now the Housing and Grounds Division. He can- not even guess the number of miles he

has traveled, running official errands and

carrying his boss to look at houses and

offices and shops on the Pacific side of the Canal Zone. He marks his years by the men he

drove. His first permanent passenger was

Single Drive For Funds

Gains Momentum In Zone

Prospects for a single fund-raising drive every year in the Canal Zone now appear

bright.

Most of the organizations which an- nually seek financial aid to carry on their work have unanimously approved the plan and it has been given the unqualified

support of Gov. W. E. Potter. At the monthly conference last week

with Civic Council representatives, the plan for a unified drive in the civilian communities was discussed and approval was voted. It was pointed out that a

Presidential directive requires Federal

agencies to adopt a single fund-raising

drive or, at the most, three a year.

U. S. Government employees, but they

may so register, provided they qualify.

Generally, licenses will be issued for private practice upon proper evidence of qualification, character, education, and

experience to the Board of Registration. Licenses will be issued only to citizens of the United States and Panama.

B. C. Poole, District Quartermaster from

190S to 1937, and his last was Jack C. Randall, Chief of the Housing and

Grounds Division. Born in the Province of Bocas del Toro when Panama was still part of Colombia, Mr. Brunei came to live in Panama City

when he was only six. He remembers

Colombian troops garrisoned in Chiriqui, the old prison on French Plaza, and in what is now the National Theater. Remembers 1,000-day War

During the "1,000-Day War," which

preceded the Panama revolution, he was

pressed into quasi-military service himself, although he was "still in short pants"

as he puts it. His particular job was

carrying food to his father who was fighting near Empire. Not infrequently he had

to hide in the bush to keep his supplies

from being seized, and he remembers with

pride that one of his companions-in-hiding was a famed woman patriot, known

as "La Negra Liboria." Local historians say that La Negra Li- boria was a "full-blooded negress, tall of stature and heavily built. She believed

in God but swore by Dr. Belisario Porras, her commander-in-chief in the 1900-02

civil war. Almost invariably dressed in trousers, she held the rank of major and

is reputed to have led her contingent in the battles of La Negra Vieja and La

Arena, in addition to other actions of

lesser importance."

When Mr. Brunei was in his teens, he was put to work in a Panama City garage where he learned automobile mechanics

and how to drive. His training proved to be a veritable life saver when his father died and he found himself the man of the

family. He proved to be such a good

driver that he was sent, immediately after he went to work for the "corral," to the

"division which wanted the best drivers." At the time he began driving for the

District Quartermaster's office, Fort Amador was being built by the Canal's

forces and a trip to Amador was generally a daily event. In those days, there was

not a single house between Balboa Road

and Fort Amador, and Amador Road was

a long bare highway along the bay. Drove for Governor Burgess

His job kept him busy daytimes and,

sometimes, after hours, but when he had

any spare time he served as a private chauffeur in the evenings. One of his steady customers, he remembers, was Gov.

Harry Burgess. For several years he

drove the Burgesses in their private car

to evening parties and receptions.

Governor Burgess was the only Canal Zone Chief Executive for whom he ever drove in a private capacity, but a good

many of the Governors have ridden in his official car at one time or another. Now that he is retired, he isn't quite

sure what he will do. After 35 busy years

he doesn't think much of sitting around

doing nothing and hopes to find something to do. He doesn't expect to change his recre- ational pattern, though. Every possible

Saturday for years he has driven his family out of town for a picnic. Between

times he listens to his radio. Classical music is his favorite and he has a running,

if friendly, feud with his step-daughter,

a cha-cha-cha fan, regarding their music

preferences.
August 3, 1956 THE PANAMA CANAL REVIEW

Importance Of Salk Inoculation Program

Highlighted By Polio Outbreak This Year

LITTLE MONICA WILSON, the first polio patient to he admitted to Gorgas Hospital this year, tests out one of the two new rocking beds recently installed for the treatment of patients. Alongside the bed

are Nurse Charlotte McCue and Dr. James R. West.

The importance of the Salk vaccine

program as a protection against poliomyelitis has been poignantly demonstrated

in the Canal Zone during the past few

weeks.

In many respects the polio epidemic

this year has been the most severe and

extensive ever experienced. The outbreak

occurred after two years in which rela- tively few cases were hospitalized and no

deaths occurred as a result of the disease. While the number of Canal Zone resi- dents admitted to the hospital up to July

25 was still under the 15 admitted during

the 1952 epidemic, there were more polio

patients admitted within the two-month

period than in any similar period of recent

years. Thirteen Canal Zone residents have been admitted this year, with a total

of 26 local cases treated there. The outbreak in 1952 was one of the most severe on record. There were 12 Canal Zone patients admitted to the hospital in 1953, nine in 1954, and only four

in 1955. There have been three deaths from polio this year, also one of the highest totals of recent years. No Immunized Patients

There has not been a single polio patient admitted this year who has had the

full treatment of three inoculations with

Salk vaccine, and only two had received

single vaccinations before being stricken. While health officials do not conclude from this that Salk vaccine is a guarantee

of immunity, the statistics generally fol- bw the pattern where the vaccine has been tested on a far broader scale. For

this reason, Col. Charles 0. Bruce has urged that all those eligible—children from six months up to 21 years of age, and pregnant women—begin Salk vacci- nations immediately or to complete the

series of three treatments if inoculations have been started. There is no charge for the inoculations which may be given at the various medical clinics during regular

office hours. There has been a noticeable increase

in the number of eligibles beginning treat- ment since the polio outbreak, Colonel Bruce said, but others should not delay

beginning in view of the extent and

severity of the epidemic this year.

All Young Children

The polio outbreak has differed widely

from those of previous years in respect

to age groups. All but two of the patients

have been children of six years of age or under. There have been no adult cases and only one boy, 10 years old, has been

treated. In past years, individuals of all age groups were stricken. The epidemic differs from those of pre- vious years also in that it has occurred much earlier than ever before. In pre- vious years the greatest number of cases were tabulated during the latter part of the year, generally in October or later, with only occasional cases from January

to August.

Gorgas Hospital last month received and installed two new pieces of equipment

for the treatment of polio patients. These

are two rocking-beds of the type used in several of the large {See page 9)

Civil Defense Alert

Is Rescheduled In

Zone For August 13

Plans for the Isthmus-wide Civil Defense test on Monday, August 13, will be

intensified during the coming week to make it fully effective in all Canal Zone

communities.

The test had been originally scheduled

for July 20, the date on which the nation- wide practice of Civil Defense units took

place in the United States, Alaska, Puerto

Rico, and Hawaii. It was postponed in the Canal Zone and Panama because of the OAS meeting and the meeting of the

presidents held during that week. Planning for the exercise was resumed

by the joint Civil Defense Committee,

composed of members from the Canal or- ganization, the Armed Forces, and the Republic of Panama, in the week follow- ing the OAS and Presidents' meeting.

The same time of day 10 o'clock in the morning is scheduled for the simulated nuclear burst over Gatun Locks,

and the standards originally set by the Federal Civil Defense Administration

will be used. These provide for an imaginary explosion of a nuclear weapon

of 100 kilotons, or 1,000 tons of TNT, in the form of a guided missile fired from

a submarine off the Atlantic coast. The exercise is designed to train the

Civil Defense personnel and educate the general public in the measures to be taken

in event of such an attack or any major

disaster in this area. Since the attack is to take place here without warning, the TAKE COVER sig- nal will sound the alarm. In most places

in the United States the ALERT signal was sounded first since the imaginary at- tacks came from a few minutes to several hours after warning was received. The TAKE COVER signal is a three- minute oscillating sound on the sirens. The ALERT signal, which will be sounded ten minute later, is a steady three- minute blast of the sirens. For the purpose of the forthcoming

test, the ALERT signal will be the close

of the test for the general public. For

Civil Defense units, however, it will be a

mobilization signal. Units of the Canal Zone Civil Defense to be mobilized in- clude the Main and Alternate Control Center staffs, Control Point staffs, and

the Volunteer Corps, including Section Wardens, First-Aid Corps, and the Child Care Centers.

All vehicular traffic, except such emer- gency vehicles as police, fire, and hospital

equipment, will be brought to a complete

halt during the 10-minute alert. The control of traffic in civilian communities of the Zone will be by the Canal Zone Police,

and that in military reservations by the appropriate Armed Forces authorities. Gov. W. E. Potter has approved the

complete plans for the Civil Defense

exercise, designated as Operation Alert

1956, and every Canal Zone resident is expected to cooperate fully.

Employees at work will take cover in designated areas in their building; pedestrians and others in the open will seek

the nearest and best available cover; and

residents at home will go to the safest structural area in their houses.
THE PANAMA CANAL REVIEW August 3, 1956

FOR YOUR INTEREST AND GUIDANCE

/.rail'. i-i— IN

fACCIDENT PREVENTION

What MORE can be done to prevent acci- dents! When an employee has reached the point where he thinks everything possible

is being done to prevent accidents then

the possibilities are he is now sleeping on

the job ready for a rude awakening. The

question is how can he be brought back

to the land of the living, for literally when in a safety black-out like this, he may never know what hit him.

Well, below are a few things which can

HONOR ROLL

Bureau Award For BEST RECORD

JUNE

SUPPLY AND EMPLOYEE SERVICE

BUREAU

HEALTH BUREAU

CIVIL AFFAIRS BUREAU

AWARDS THIS CALENDAR YEAR

Civil Affairs 5 Health 5 Supply and Employee Service(4mos.) 2 Engineering and Construction 1 Transportation and Terminals 1 Marine

Division Award For NO DISABLING INJURIES

JUNE

COMMISSARY DIVISION

HOSPITALS AND CLINICS

MAINTENANCE DIVISION

SERVICE CENTER DIVISION

HOUSING AND GROUNDS DIVISION

DREDGING DIVISION

INDUSTRIAL DIVISION

RAILROAD DIVISION

MOTOR TRANSPORTATION DIVISION

STOREHOUSE DIVISION

AIDS TO NAVIGATION

SANITATION DIVISION

AWARDS THIS CALENDAR YEAR

Aids to Navigation 6 Motor Transportation 6 Sanitation 6 Service Center 6 Storehouses 6 Commissary 5 Hospitals and Clinics 5 Industrial 5 Railroad 5 Dredging 4 Electrical 4 Maintenance 4 Navigation 2 Housing and Grounds (4 mos.) 2 Terminals 1 Locks

be done daily to remind an individual that he must not quit thinking about

his own safety. When a worker has to wear a safety hat it is a constant reminder

that something may fall on him. Even

though nothing ever does, he can never

be sure and for that reason keeps on wearing it. Besides, a safety hat shows that he is thinking about his own safety.

Safety hats are not intended to stop a

ton of falling bricks, but it cm save the

skull from one falling brick, as a mechanic

found out when a 1-pound 2-ounce socket- wrench dropped 20 feet from an overhead

scaffolding. An engineer who says he only wore an aluminum safety hat to keep the sun off his balding head, found out it would also stop a good-size rock. Now

he is superstitious about not wearing one.

It may be unlucky to be without your safety helmet.

Safety shoes are another reminder of on-the-job safety. We don't all need

safety shoes all the time but it often happens that the very time we don't wear them something happens, as a mechanic

learned when a manhole cover fell on his

toes. An employee in the Commissary

Division is thankful he had his on when

a loaded seven-ton industrial truck ran

over his foot. It may never happen again

but both employees can never be sure. Be superstitious -wear your safety shoes

every day.

We may not be thinking about safety

all the time, for a lot of the time we are thinking about money and 'how to get it. Put the two kinds of thinking together

and we have an Incentive Award. If you

have an idea about now to prevent an

accident it may be worth some money.

Put it on paper and drop it in the "Suggestion Box," or get an "Incentive Award

or "Unsafe Report" form from your boss. Do not be afraid that someone will laugh

at your idea, or the boss will not welcome

the suggestion, or that somebody has al- ready thought of it first. It may take

several ideas for a good one to come up. In the prevention of accidents the "bor- rowing" of safety ideas from others is approved. In fact if our safety ideas are not copied and used, they usually are no

good.

There may be and probably are others who have thought of your safety idea but

have done nothing about it. If you put

in your suggestion now and it pays off, maybe next time the other fellow will get on the ball and do something besides talk. No matter whose idea it is, it may save you from having an accident. In the prevention of accidents, it is tough to decide how much money, if any,

is saved. You may not receive anything

for your suggestion, but remember that

direct costs for injuries in your unit during 1955 were equivalent to $377.50 for each disabling injury.

If you can prevent just one you have

saved not only the Canal Zone Govern- ment-Panama Canal Company money,

but you have saved one of your fellow- workers a lot of misery, money, and probably his life. Don't forget also, it may

have been your own life that was involved.

If you have a safety idea, see that you

make the suggestion now. If you can't

write, ask your boss or safety inspector

to help you. Talk it over with them any- way. They may be able to take out the bugs and make it really pay off for every- body.

JUST OUT

The latest thing is the miniature cocktail: One drink and in a miniature out.

IT'S A STRANGE WORLD

Sometimes a man who is too sec red to

visit his dentist will still race a locomotive

to a crossing.

JUNE 1956

Supply and Employee Service Bureau

Health Bureau

Civil Affairs Bureau

C. Z. Govl.-Panama Canal Co. (This Month)

Transportation and Terminals Bureau

Engineering and Construction Bureau

Marine Bureau

C. Z. Govt.-Panama Canal Co. ( Last 3-Year Av.)

Disabling Injuries per 1,000,000 Man-Hours Worked

(Frequency Rale) O 10 20 30

2

1 1

1 J

1 a

i

wsg

i

2 i

3 i

l' [][']

4 ^r i

11

i i

Number of Disabling Injuries 10 20 30

Man-Hours Worked 2,229,389

O

5 LEGEND

I I Amount Better Than Canal Zone Government—Panama Canal Company Last 3- Year Average

I I Amount Worse Than Canal Zone Government—Panama Canal Company Last 3- Year Average

RftjBgKjfrl Accumulative Frequency Rate This Year
August 3, 1956 THE PANAMA CANAL REVIEW

Official Panama Canal Company Publication

Published Monthly At

BALBOA HEIGHTS, CANAL ZONE

Printed by the Printing Plant Mount Hope, Canal Zone

W. E. Potter, Governor-President H. W. Schitll, Jr. Lieutenant Governor William G. Arey, Jr. Public Information Officer

J. Rufus Hardy, Editor

Eleanor H. McIlhenny

Assistant Editor

SUBSCRIPTIONSINGLE COPIESSI. 00 a year

-5 cents each On sale at all Panama Canal Service Centers, Commissaries, and Hotels for 10 days

after publication date. SINGLE COPIES BY MAIL—10 cents each BACK COPIES—10 cents each On sale, when available, from the Vault

Clerk, Third Floor, Administration Building, Balboa Heights.

Postal money orders should be made payable to the Treasurer, Panama Canal Company, and mailed to Editor, The Panama

Canal Review, Balboa Heights, C. Z. Leaves Isthmus

LEONARD M. BROCKMAN, who has held mure

jobs than almost any other Canal employee, left late

last month for Huntsville, Ala., where he will be Manpower and Industrial Relations Adviser at Redstone Arsenal. Mr. Brcckman entered Canal service in February

1949 with the Industrial Division. He became Assist- ant Personnel Director in July 1950. He has held the position of Programs Coordinator for the past

several months. While many of his jobs were directly

related to his Canal position, Mr. Brockman gave much of his outside time to community, civic, and

church work. Among his most important jobs held recently were

those of Executive Chairman of the Canal Zone

Cancer Committee; Chairman of the Community

Chest Board of Directors; President of the Canal Zone Tuberculosis Board; Head of the Crusade for Freedom; and the Governor's representative for the American Legion baseball program. He has also been an active worker in Scout work, particularly Boys State and Girls State programs. All these and

his work at St. Luke's Episcopal Cathedral were in addition to his many direct jobs with the Canal or- ganization as Programs Coordinator.

NOMINATED LAST MONTH as Panama Canal candidates for Rockefeller Public Service Awards

were Mrs. Margaret Murphy, Supervisory Position Classifier in the Wage and Classification Division, and Carl J. Browne, Superintendent of the Balboa field office of the Maintenance Division. Nominations

for this high honor are made by agencies throughout the Federal Government from among civilian employees. Recipients get from six to nine months of study in their chosen field. Both received high recom- mendations by Gov. W. E. Potter who made the nominations.

A boon to employees who prefer station- wagons or light-truck equipment to passenger cars for their personal use was the announcement last month that employee

freight rates will be effective on the Pan- ama Line for this equipment. The lower

tariff rate, when shipped on wheels and unboxed, will cover employees' automobiles,

pick-up trucks, carryalls, station wagons, and light cargo vehicles which are rated

not over three-quarters of a ton by the manufacturer.

In recent years more and more employees have been using such automotive equipment, since many own homes in the interior. Many with young children also prefer

station wagons to passenger cars for their regular transportation.

The employee freight rates will apply on

all this equipment to and from New York

if it is for personal use only. In connection with the shipment of cars on the Panama Line, it was announced

that all cars shipped for New York from

the Canal Zone must be thoroughly washed,

especially the undersides, before they can be accepted for shipment. The new rule

is required by a recent Department of Agriculture quarantine regulation.

is required annually and they must be li- censed and wear tags. The licenses are good for one year beginning in August.

Graduation exercises were held late last month for two large groups of craftsmen in the course of the Theory of Mechanical Refrigeration, one of a series sponsored by

Locals 811 and 699 of the International Association of Machinists. The series was

proposed by the Industrial Training Committee to meet anticipated needs of the Panama Canal Company in these fields. The course material was prepared by the Apprentice School staff and taught by Willard E. Percy, Assistant Industrial Training

Coordinator. There are five courses in the series: Ele- ments of thermodynamics, theory of mechanical refrigeration, theory of air conditioning, theory of internal combustion engines,

and theory of steam engines.

Twenty-two men qualified for certificates on the Atlantic side, having completed the

prerequisite course. On the Pacific side, 16 received certifi- cates and 15 received letters entitling them

to certificates when they complete the

course on thermodynamics.

The Canal's Washington Office was moved

last month from 101 Indiana Avenue to 425

Thirteenth Street, NW. The move was made after a reassignment of space by the General Services Administration. The offi- ces on Indiana Avenue have been used by

the Washington Office for about four years when it was moved from the building adja- cent to the old Ford Theater on Tenth

Street where it had been since the Canal

construction v\as begun.

The dog population of the Canal Zone

declined slightly last year according to comparative figures announced by the License

Section last week after the annual anti- rabies vaccination and licensing program was completed.

The 1955 count showed 342 canine resi- dents on the Atlantic side and 525 on the

Pacific side for a total of 867. Figures this year were 334 on the Atlantic side and 495 on the Pacific side for a total of 829. The inoculation of all dogs against rabies

One of the Balboa landmarks, the Balboa

Stadium, is slated to have its appearance changed radically soon. Bids are to be opened this month for demolishing the concrete grandstand and replacing it with bleacher-type seats to accommodate 1,500

spectators. The dressing room facilities will be expanded and a new aluminum roof

will replace the existing roof. Two new

steel-frame bleacher stands will be built along the third-base line of the baseball diamond.

The bids are to be opened August 13, but work will not be started until late Nov- ember after the football season is ended.

The Gamboa Dental Clinic was reopened

last month on a three-day a week basis

Tuesday, Thursday, and Saturday. The

clinic, in charge of Dr. Jaime A. Diaz, is open on a continuous basis from 9 a. m.

to 6 p. m. on these days.
THE PANAMA CANAL REVIEW August 3, 1956

PROMOTIONS AND TRANSFERS

June 75 thro

Employees who were promoted or transferred between June 15 and July 15 are

liste I below. Within-grade promotions are

not listed.ADMINISTRATIVE BRANCH

Mrs. Marie T. Lindh, from Clerical Assistant to Correspondence Clerk. Wilma Hidalgo, from Clerk-Stenographer

to Stenographer.

Edwin C. Jones, from Records Analyst

to File Supervisor, Communications and

Records Section. Walter J. Allen, from File Supervisor to Mail and File Supervisor, Communications

and Records Section. Fred E. Wells, Steamship Ticket Agent;

Lloyd W. Peterson, Transportation Assist- ant; Mrs. Barbara M. Hutchings, Transportation Clerk (Typing), from Steamship

Ticket Office to Administrative Branch.

CIVIL AFFAIRS BUREAU

Robert H. Beecher, from Day School

Principal to Senior High School Teacher,

Division of Schools.

Ellis L. Fawcett, from Principal, Paraiso

School, to Assistant Principal, Occupational

High School. Carl W. Hoffmeyer, from Cost Examiner,

Plant Inventory and Appraisal Staff, to Distribution and Window Clerk, Postal

Division. Robert J. Thompson, Jr., from Machinist, Locks Overhaul, to Policeman, Police Division. Horace V. Parker, from Senior High

School Teacher to Junior High School

Teacher, Division of Schools.

Philip L. Dade, from Customs Inspector, Customs Division, to Chief, Civil Defense

Unit. Wdliam G. Dolan, from Chief, Civil Defense, to Fire Drillmaster, Fire Division. William H. Casswell and William E. Jones, from District Fire Chief to Battalion Commander, Fire Division. Ernest L. Cotton, Albert J. Mathon,

Perc F. Graham, and John A. Taber, from

Fire Lieutenant to Fire Captain, Fire Division. Carleton F. Hallett, Kenneth R. Coleman,

and Starford L. Churchill, from Fire Ser- geant to Fire Lieutenant, Fire Division. Joseph W. Coffin, Jr., from Fireman

Driver-Operator to Fire Sergeant, Fire Division. Richard B. Simpson, Joseph E. Dolan,

John R. Olsen, John F. Rice, Thomas N.

Stewart, James P. McGloin, and Marion

F. Green, from Firemen to Fire Sergeants,

Fire Division. Calmer A. Batalden, from Supervisor to Senior High School Teacher. Mrs. Mary H. Rowan, from Substitute Teacher to Junior High School Teacher. Mrs. Margaret Ward and Walter Mikulich from Senior High School Teacher to Junior High School Teacher. Louis Dedeaux, from Elementary School Teacher to Junior High School Teacher. Mrs. Pauline Long, from Kindergarten

Assistant to Elementary School Teacher.

Francis A. Castles, from Senior High

School Assistant Principal to Junior High

School Principal, Division of Schools. OFFICE OF THE COMPTROLLER

Joseph J. Wood, from Systems Accountant, Accounting Policies and Procedures

Staff, to Supervisory Auditor, Internal Audit Branch. Noel C. Farnsworth, from Assistant to Chief, Plant Inventory and Appraisal Staff, to General Engineer, Accounting Division. Paul C. Coleman, Electrical Engineer,

from Plant Inventory and Appraisal Staff to Accounting Division. Mrs. Jessie W. Degenaar, from Clerk- Typist, Plant Inventory and Appraisal

Staff, to Accounting Clerk, Accounting

Division. Mrs. Maria I. Dawson, from Clerk-Typist

to Cleik-Stenographer, General Audit Division. Mrs. Eleanor A. Connor, from Bookkeeping Machine Operator, General Ledger and

Processing Branch, to Accounting Clerk, Agents Accounts Branch. ENGINEERING AND CONSTRUCTION

BUREAU

Franklin K. Ben, from Civil Engineering

Draftsman to Architectural Engineering

ugh July 75

Draftsman, Engineering Division. Azael J. Benavides, from Civil Engineering Draftsman to Electrical Engineering

Draftsman, Engineering Division. Ruth B. Krziza, from Clerk-Stenographer

to Clerk (Stenography), Maintenance Division. Abe L. Lincoln, from Towing Locomotive

Operator, Pacific Locks, to Rotary Drill Foreman, Dredging Division. Patrick H. Boggs, from Fireman Driver- Operator, Fire Division, to Pump Operator,

Pipeline Suction Dredge, Dredging Division. James A. Fraser, Jr., from Towing Loco- motive Operator, Locks Division, to Cablesplicer Apprentice, Electrical Division. Milton Davis, from General Foreman to Lead Foreman HI, Armature Shop, Electrical Division. OFFICE OF THE GOVERNOR-PRESIDENT

Mrs. Elizabeth M. Higgins, Secretary, from Office of the Governor-President, to

Office of the President. HEALTH BUREAU

Mrs. Sara S. Keegan, from Accounting

Clerk to Supervisory Accounting Clerk, Gorgas Hospital. Doris R. Kintigh, from Clerk (Typist) to General Examiner (Typist), Office of the Health Director. Maj. Carlos G. Llanes, from Chief, Radiology Service, Coco Solo Hospital, to Assistant Chief, Radiology Service, Gorgas

Hospital.

Lt. Col. Clarence B. Hewitt, from Chief, Urology Section, to Chief, General Surgical

Section, Gorgas Hospital. Mrs. Norma C. Belland, from Clerk-Typist to Medical Records Clerk, Coco Solo

Hospital. Harold W. Griffin, from Clerk to File Supervisor, Gorgas Hospital. Mrs. Exier J. Hopkins, from Supervisory

Accounting Clerk to Supervisory Accounting Assistant, Gorgas Hospital. Grace Belden, from Clerk-Typist to Clerk

(Typing), Gorgas Hospital. Dr. Charles H. Glines, Dr. John E. Woods, Dr. Dean T. Collins, and Dr. Robert A. Chapman, from Intern to Resident,

Gorgas Hospital. Dr. Howard C. Pritham, from Medical

Officer, Atlantic Medical Clinics, to Medical Officer ( Public Health), Division of Pre- ventive Medicine and Quarantine. Mrs. Lillie W. Wood, from Staff Dietician

to Head Dietician, Gorgas Hospital. Dr. Stephen J. Plant, from Intern, Gorgas Hospital, to Medical Officer, Coco Solo

Hospital. Mrs. Beverly C. Differ, from Clerk-Typist to Clerk (Typing), Gorgas Hospital. Dr. Wallace M. Snyder, Medical Officer, from Internal Medicine to General Medicine and Surgery, Coco Solo Hospital. Dr. Temistocles Malo, from Resident,

Gorgas Hospital, to Medical Officer, Atlantic Medical Clinics. Dr. William T. Bailey, from Medical

Officer to Hospital Resident, Gorgas Hospital. Mrs. Mildred Frensley, from Accounting

Clerk to Supervisory Storekeeping Clerk, Coco Solo Hospital. Fred Workman, from Clerk to Funeral

Director, Coco Solo Hospital. Dr. Richard S. Ostenso, Medical Officer, from General Medicine and Surgery, to Ear, Nose, and Throat Service. MARINE BUREAU

William J. Nail, Jack Simon, Robert L. Wertz, Arthur French, and John J. Gallagher, Jr., Towing Locomotive Operator, from Locks Overhaul to Pacific Locks. Herman H. Keepers, from Electrical Foreman to Lead Electrical Maintenance

Foreman, Navigational Aids, Aids to Navigation Section. Robert A. Hanson, Towing Locomotive

Operator, from Locks Overhaul to Atlantic Locks. Kenneth M. Edwards and Julius F. Hatchett, from Wireman Foreman to Lockmaster, Pacific Locks. Charles J. Sorrell, from Wireman Fore- man to Control House Operator, Pacific Locks. Spencer C. Lincoln and Frank J. Asperi, from Wireman to Wireman Foreman, Pacific Locks.

William S. McKee, from Machinist to Machinist Foreman, Pacific Locks. Wade V. Carter and Robert E. Budreau,

from Fireman, Fire Division, to Towing Lo- comotive Operator, Pacific Locks. Arthur C. Cherry, Towboat Master, from Dredging Division to Navigation Division. Theodore L. Bailey, from Towboat Master to Pilot-in-Training, Navigation Division.Charles R. McGimsey III, from Guard,

to Towing Locomotive Operator, Pacific Locks. TRANSPORTATION AND TERMINALS

BUREAU

Bernard Dorfman, from Supervisory

Freight Traffic Officer to Local Agent,

Railroad Division. Mrs. Carmen H. Massot, from Freight

Traffic Clerk (Typist), to Clerical Assistant (Claims Investigator), Railroad Division. Vicente Alfaro, from Clerical Assistant (Claims Investigator), to SupervisoryFreight Traffic Specialist, Railroad Division.

AUGUST SAILINGS

From Cristobal

Cristobal August 4 Ancon August 11 Panama.. August 18

Cristobal August 25

From New York

Ancon ...August 2 Panama .. August 9

Cristobal August 16 Ancon August 23 Panama.. .August 30 (Northbound and southbound, the ship

are in Haiti on Mondays.)

ANNIVERSARIES

(Editor's Note: The years listed in the Anniversaries column are for total U. S. Government service. Consequently, the name of a comparative newcomer to the Canal organization may appear in the 15-, 20-, or 25-year list.) Leading the list of Canal employees who

celebrated important anniversaries in U. S. Government service last month is Emmett

Zemer who rounded out 43 years of con- tinuous Canal service on July 10. He has more Panama Canal service than all but

four other men and only Arthur Morgan

of the Dredging Division is ahead of him

in continuous Canal service. Mr. Zemer, a native of Meridian, Miss., started his service in the Canal Zone at the

construction-day town of Gorgona, being

first_ employed in the Commissary there. He is now employed as Safety Inspector in the Supply and Employee Sen-ice Bureau. Most of his service has been with units

of what is now the Supply and Employee

Service Bureau. He worked for 25 years

in the District Quartermaster (now Housing

and Grounds) Division. He has also worked

in several retail commissary stores and in the hotels. He is well known for his interest and support of community activities and

for several years sparked the Independence

Day celebrations on the Pacific side. 40 YEARS

Leonidas H. Morales, Claims Investigator in the Terminals Division in Cristobal,

also entered the Canal service during the

latter part of the construction period. Al- though his service is not continuou. it has

all been with the same unit which was for- merly designated the Receiving and For- warding Agency. Born in Panama City, Mr. Moiales entered the Canal service as a checking clerk

in February 1913. He has been promoted

through various positions in the Terminals

Division and was made Claims Investigator

three years ago.

35 YEARS

Nearly half of Paul F. Karst's Govern- ment service was with post offices in the United States. He had worked for 17 years

as postal clerk and carrier in St. Petersburg,

Fla., and Bellingham, Wash., before coming

to the Canal Zone in December 1939. He

was born in Defiance, Ohio, and is a Navy
August 3, 1956 THE PANAMA CANAL REVIEW

veteran of the first World War. He has served as postal clerk and as postmaster of Pedro Miguel and Coco Solo before being

promoted last December to Branch Superin- tendent in the Postal Division.

30 YEARS

Four employees celebrated their 30th

service anniversary last month, two of whom

are in the postal service. All four have continuous service and two have continuous Canal service. They are Earl F. Unruh,

Director of Posts; Carmi E. Clough, Dis- tribution and Window Clerk at Albrook

Post Office; Lee R. Beil, Chief of the Madden Hydroelectric Station; and Mrs. Lil- lian F. Fair, Commissary' Supervisor. Mr. Unruh has broken Canal service, having served with the U. S. Navy during

World War II. He was born in Hillsboro, Kan., and was first employed in September

1931. All of his service in the Canal Zone

has been in the Postal Division. He served

several years as Postal Inspector before his appointment as Postmaster in Ancon where

he was on duty when promoted to head the

Postal Division in 1955. Mr. Clough, the other postal employee

to complete 30 years of Government service

in July came to the Canal Zone in July 1951. He is a native of Argyle, N. Y. Mr. Beit's home town is Northampton,

Pa. He came to the Isthmus in 1926 when

he was employed in the Electrical Division as switchboard operatoi. Mrs. Farr, born in Newark, N. J., joined the Canal organization in July 1926 as a saleswoman in the Commissary Division. She is well known to Pacific side shoppers

and presently is on duty at the Balboa store.

25 YEARS

Five of the eight emplovees observing

their silver anniversary in service have un- broken service records. They are Victor M.

Briceflo, Miss Marie Brauer, Raymond R.

Will, Curtis H. George, and Mrs. Marie B. McNeff. The three with broken service in the 25-year category are Howard J. Shearer,

John A. Morales II, and Kenneth W. Anderson. Mr. Briceflo, a native of Panama City, was employed on the first day of July 1931. He is one of many Panamanians who are giaduates of apprentice training with Canal

units. All of his service has been in the

Industrial Division where he is now employed as Boilermaker Layerout.

Miss Brauer, Head Nurse at Gorgas Hospital, is better known to her friends at "Dixie." Her native home is Richmond,

Va., and all of her service has been at Gorgas. Mr. Will was born in Astoria, N. Y. He

started work as a stockman in the Commissary Division, transferring to the Marine

Division as clock foreman in 1942. He was

promoted to Harbormaster in Cristobal in August 1949 and has held that position

since. Mr. George's Canal service dates back to 1941 when he was employed as a marine wireman in the Electrical Division. His

native home is Allentown, Pa. He is pres- ently employed as an Interior Electrical Lead Foreman. Only 12 of Mr. Shearer's 25 years of Government service have been with the Canal. A native of Ithaca, N. Y., he en- tered service as a fireman. He later worked

for about two years as time inspector and

transferred to the Motor Transportation

Division in 1946. He is now employed as Timekeeper with that division. Mrs. McNeff, Director of Nurses at Corozal Hospital, was born in Grand Rapids, Mich. She had several years of Govern- ment service before her employment as a nurse at Gorgas Hospital in 1936, where

she was employed until her transfer to Corozal in 1952. She was promoted to her

present position the year following her

transfer. Another native of Panama City, Mr.

Morales, celebrated an important anniversary last month. He is a Navy veteran of World War II. He has had continuous

service since his return to the Canal in Jan- uary 1946. All of his service since that time

has been in the Office of the Comptroller where he is now employed as Accountant. Mr. Anderson, Supervisory Supply Clerk

in the Maintenance Division, was born in Alameda, Calif. His Canal service has been broken on several occasions and he has worked with several different divisions. He

has been continuously employed in the Maintenance Division since 1948.

20 YEARS

None of the 12 employees completing two

decades of service last month has an un- broken service record with the Canal organization. Several, however, had their service interrupted to serve with the military forces during the war. The 20-year employees,

their home towns, and positions are: Roger L. Chisolm, DeKalb. Miss., Canal Zone Policeman; Robert A. Duvall, Waterloo, Iowa, Supervisory Supply Assistant in the Storehouse Division; Estle H. Davison,

Fuller, Kan., Pump Plant Operator in the Maintenance Division; Nick M. Elich, Salt Lake City, Utah, Lead Foreman in the Maintenance Division Quarry; Gordon M.

Frick, Peru, Ind., Assistant to the Personnel Director; Carl E. Hall, Idaho, Lead Foreman and Equipment Operator and Re- pairman, Maintenance Division; Fred H.

Lee, David, Panama, Distribution and Window Clerk in the Postal Division; Miss

Margaret R. Peterson, Wisconsin, Accounting Clerk in the Industrial Division; Robert

Ridge, Ancon, C. Z., Steam Engineer, Marine Bunkering in the Terminals Division; Roy L. Rinehart, Colorado, Rigger in the

Industrial Division; James G. F. Trimble,

Brooklyn, N. Y., Lock Operator (Wireman)

at the Pacific Locks; and Frank Wagner,

New York City, Lock Operator (Machinist)

at the Pacific Locks.

15 YEARS

July of 15 years ago was a popular month

for employees entering Canal service and

14 of the 30 employees who reached this plateau in their Government service started work in July 1941 and have continuous Canal service. The 14 with continuous service are: Mrs.

Rosalie A. Demers, Accounting Clerk, Office of the Comptroller; Charles A. Garcia, Per- sonnel Assistant, Personnel Bureau; Vincent

J. Huber, Dry Goods Supply Officer, Commissary Division ; Horace F. Jenner, Commissary Supervisor; Miss Doris R. Kintigh,

Examiner, Health Bureau; John D. Mitchusson, Refrigeration and Air Conditioning

Mechanic, Maintenance Division; Mrs. Helen Minor, Time, Leave, and Payroll

Supervisor, Payroll Branch; Ralph A. Nelson, Steam Engineer and Marine Bunkering and Liquid Fuels Gauger, Terminals

Division; William J. Nickisher, Gas Plant Operator, Industrial Division; Isabel P. Reeves, Supervisory Cargo Clerk, Terminals Division; Howard E. Robison, Lock

Operator (Machinist), Pacific Locks; John

J. Ryan, Commissary Supervisor; John F. Stephenson, Quarantine Inspector, Navigation Division; and Charles E. Thompson,

Lead Dairy Foreman, Mindi Dairy.

The 16 employees celebrating their 15th anniversary whose service is not continuous

are: Howard G. Anderson, Lead Foreman,

Atlantic Locks; William F. Aleman, Clerk, Gorgas Hospital; Dante J. Cicchelli, Shipfitter and Loftsman, Industrial Division; James C. Drawbaugh, Adding Machine Re- pairman, Industrial Division; Miss Clifford H. Ewing, Staff Nurse, Coco Solo Hospital; Robert G. Forsythe, Lock Operator (Machinist), Atlantic Locks; G. P. Gramlich,

Jr., Lock Operator (Machinist), Pacific Locks; Robert J. Hansen, Towing Locomotive Operator, Pacific Locks; Albert M.

Jenkins, Chief of Plant Accounting Branch; Mrs. Florence W. LaClair, Clerk, Mainte- nance Division; Sidney W. Peterson, Pan- ama Canal Pilot; John M. Purvis, Jr., Chief

of Press Section, Printing Plant; Wallace

E. Rushing, Lock Operator (Wireman), Atlantic Locks; Philip L. Steers, Jr., Comptroller, Panama Canal Company; and Robert L. Wertz, Towing Locomotive Operator,

Pacific Locks.

WINS FELLOWSHIP

RETIREMENTS

For the first time in more than 20 years a calendar month passed with not a single employee retiring from the Canal service. The number of employees retiring each month has varied widely over the past few- years but there has been no month up unti July when none retired for age, disability, or voluntarily. Sometimes the list has mounted as high as 20 to 30 in a single month.

The rate of retirements was exceptionally

high soon after the close of World War II, when many employees who entered service during the Canal construction period reached mandatory retirement age. The average number retiring monthly has dropped during the past few years.

MISS NIDIA AVILA, teacher at Paraiso High

Schocl, has been granted a year's leave of absence

beginning this month to study at Clark University

in Worcester, Mass., under a scholarship awarded

under the United States Information Service in Pan- ama. She is the first school teacher in the Latin American schools of the Canal Zone to be awarded a

fellowship under this program.

Commissary In Paraiso

Nearly Ready To Open

Construction of the new Paraiso Commissary is nearing completion and will be ready for use within the next few weeks. The new store is built along the lines of supermarkets in the States with openfront construction, designed for added

customer convenience. It is a one-story

masonry structure adjoining the Service Center which was opened several months

ago. The two form the first community

center in the Canal Zone under one roof planned for customer convenience. The front part of the building will be devoted to the large sales area. Also on

the main floor will be located an office, a receiving and stock room, refrigeration rooms, space for cashiers, and a loading

platform. A partial basement will house

a machine and locker room. The building is being constructed under

contract by Isthmian Constructors, Inc., at a cost of approximately $105,000. The

completion date for the work of the contractors is August 17. After the building is completed the equipment will be installed. The date for the formal opening of the new community

center unit will be announced later. 60-Cycle Equipment

The refrigeration and other electrical equipment will be operated on 60-cycle

current. Arrangements have been made

by the Power Conversion Project office for the temporary installation of a fre- quency changer which will be used until the power conversion of the Central Area

is completed.

Importance Of Salk Inoculation Program

(Continued from page 5) polio treatment centers in the United States. These beds

are used primarily for patients whose res- piratory organs are affected but not so

severely that they require treatment in an iron lung.

The beds are pivoted in the center and

rock gently to and fro, consistent with

the rate of respiration, which aids in re- lieving labored breathing.
10 THE PANAMA CANAL REVIEW August 3, 1956

ABOVE: Six members of the Panama Railroad Company's Board of Directors met in February 1951

at Balboa Heights to consider problems of the Panama Canal incorporation. They and other members

became Directors of the Panama Canal Company in July 1951. Left to right are T. Coleman Andrews, Maj. Gen. Julian L. Schley, Lt. Gen. R. A. Wheeler, Gov. F. K. Newcomer, and W. R. Pfizer. Others

meeting with the committee were Arnold Bruckner, Comptroller (standing), Robert E. Maxwell, and

Lt. Gov. H. D. Vogel.

Canal Organization And Its Workers

Vitally Affected By Postwar Changes

The post-war decade has wrought a profound change in the Panama Canal

organization and in the lives of the many

thousands of employees who have been

a part of it during that time. Many of the changes have been

abrupt and affected operations and

employees on a wide scale. Others, even fundamental in nature, have been

so gradual as to pass almost unnoticed. Future historians may well call the postwar decade the years of change,

just as the 1904 14 period is now labeled the construction period.

In this issue of The Review some of the highlights of Canal traffic during the

first ten full years of operation since the

close of World War II are briefly charted. As a corollary to the Canal traffic story, some of the other events which affect people here are noted in a reminiscent

rather than a historical fashion. Events

of the past tan years are still too close

for appraisal in any broad aspect. While not uniformally true, employees

in many instances were disturbed during

this critical peiiod more by the fact of a change than in its effect. And, since changes beget rumors, it is understandable that the latter far outran the former

in most periods. On at least two occasions in recent years dates were actually

set by rumor and became firmly fixed in the minds of most employees on which

"momentous changes" were to be made.

The fact that both dates came and went

' with no untoward occurrences did little in scotching more rumors. The ten-year period from July 1, 1946, to June 30, 1956, covered the full administration of two governors, approximately

half of another, and the beginning of a

fourth. Within that relatively brief period the Canal organization has been drastically reorganized; the force has been

nearly cut in half; new towns have ap- peared and old ones disappeared; the

top administrative personnel has been

completely changed; and office assignments have been shifted within build- ings and from building to building.

Employees now live in far better homes

than they did ten years ago; they have

free home-leave travel; their salaries, on the average, are far higher; and they

work five instead of five and a half days

a week. United States citizen employees, however, pay much higher rent than in 1946 and pay income taxes, to

ABOVE: The Board of Directors met at Balboa Heights in September 1952 when an increase in rents was authorized which caused a storm of protests. Seated, left to right are Matthew Robinson, Edward

D. McKim, Gov. J. S. Seybold, Under Secretary of the Army Karl R. Bendetsen, W. R. Pfizer, General

Schley, and Lt. Gen. Lewis A. Pick. Standing are John A. Martyn, left, and T. Coleman Andrews. Only

two members of either of these groups, General Schley and Mr. Martyn, are still members of the Board. mention only two of the disturbing set- backs in their affairs. By and large, the only things which

have remained unchanged have been the Canal itself, the Canal Zone terrain, and

the permanent office buildings.

At the end of June 1946, less than a year after the last gun was fired in the

Pacific, the Canal organization was in a

state of flux because of force reductions and a general shrinkage of operations.

There were then 24,650 employees, of which 5,400 were on the U. S.-rate rolls. The force today is 13,400 with 3,600 being

employed on the U. S.-rate rolls. This is a drastic reduction for an organization of the size of the Company-Government, even though spread out over a

ten-year period. The decrease during the 1947-50 period when the total force dropped 5,000 to 19,600 employees was

THIS IS HOW San Juan Place in Ancon looked in September 1950. This was the start of the $25,000,- 000 quarters replacement program, although a few experimental houses had been built in Diablo Heights.

a continuation of the reduction of the wartime force and was accomplished by

force reductions on a major scale. Since 1950 the additional decrease of approximately 6,000 has been principally by at- trition with no large-scale force reductions

at one time. The reductions from 1947 to 1950

affected all major units of the organization but those hardest hit were the Industrial, Commissary, and Storehouse Divisions, the Health Bureau and the Panama

Railroad. It was these service units which

had swelled to as much as four times their peacetime size during the war years. The

gross revenue of the Mechanical (Industrial) Division, for example, dropped from

$17,000,000 in 1944 to $6,000,000 in 1947. Gov. Joseph C. Mehaffey was approximately midway of his term when the

fiscal year 1947 began and most of his attention during that time was devoted

to postwar problems of considerable magnitude. One of these affecting employees was the return of the Panama Line ships

from wartime service and their refitting for passenger trade. The first postwar voyage of the SS

Panama was made in September 1946, while the SS Cristobal returned to service the following February, and the SS Ancon

in June 1947. By this time, however, the number of employees who had deferred

their vacations because of the war was so

great that it became necessary to hold drawings for places on the northbound

sailings.

Three of the major problems which

were foremost in the Canal administration at that time were the Isthmian
August 3, 1956 THE PANAMA CANAL REVIEW 11

Canal Studies of 1947; the housing re- placement program; and employment

conditions, particularly those for local- rate employees. Many of the changes

which came in later years resulted from

long-range studies undertaken during

the latter part of the war and just after the war's close. The first experimental housing at Diablo Heights was built in 1946-47, being

the forerunner of the housing replacement program which was approved three years

later by the Bureau of the Budget.

An event of Governor Mehaffey's administration, largely as a result of long- range studies on labor and employment

problems in the Canal Zone, was the adoption of a standard wage pattern for local-rate employees which has been basic

since that time. Gov. F. K. Newcomer took office in May 1948, and his administration was

fraught with many changes; in fact, practically all those- which have so vitally affected the Canal organization and its employees.

The four changes which have had the most far-reaching effects were: Income

tax, the housing replacement program,

the reorganization of July 1950, and the incorporation of Canal operations. Without belaboring the point, the last-named

was by far the most important in its overall effects. The reorganization of 1950, now al- most forgotten in the welter of important events since, was the first major

realignment of functions since the operating organization was established in

1914. It involved not only the shifting

of some of the major units but a redes- ignation of many.

The organization at the time consisted

of five major departments, Executive,

Operation and Maintenance, Supply, Accounting, and Health, plus the Panama

Railroad Company. These were changed

to ten principal bureaus. Most of the personnel changes resulting from the re- organization was in the top personnel and

the change to the new operating set-up was accomplished with little disturbance

to the rank and file employee.

The most disturbing factor of the 1948-

52 period so far as employees were con- cerned individually was the application

of income-tax payments by Government

employees in the Canal Zone. The legis- lation was approved in September and

required income-tax payments retroact- ively to the first of that year. The retro- active feature caused almost as much

dismay as the application of the income

tax. The Canal administration joined

forces with labor and other employment

groups in securing the elimination of the

retroactive feature. The application of income-tax provi- sions in the Zone caused a wave of resig- nations which did not subside for some

two years. The housing replacement program be- gan in the fiscal year 1949 but actually did not get into full swing until the fol- lowing year after the Bureau of the Budget had approved an overall and

long-range building program originallv

estimated to cost $70,000,000. The housing problem had long been an aggravating one as most of the houses were built during the Canal construction period and

replacements had not kept pace with

obsolescence. Many changes in plans were required

during the program and when finally

Top Personnel Ten Years Ago

Helped In Canal Construction

muni HB^M 1

THIS PICTURE OF Governor Joseph C. Mehaffey and his staff was taken just ten years ago. Only

one is still employed. He is Paul A. Bentz, then and now General Counsel. Left to right, front row:

F. H. Wang, Executive Secretary; Brig. Gen. F. K. Newcomer, Engineer of Maintenance; Governor

Mehaffey; Commodore Stewart A. Manahan, Marine Superintendent; and his successor, Capt. H. H. McLean. Second row: John G. Claybourn, Superintendent, Dredging Division; Arnold Bruckner, Comptroller; L. W. Lewis, Chief Quartermaster; Col. James G. Steese, Assistant to the Governor; Capt. W.

F. Christmas, USN, Superintendent, Mechanical Division; Col. James H. Stratton, Supervising Engieer, Special Engineering Division; and Col. Richardson Selee, Assistant Engineer of Maintenance. Back

row: A. L. Prather, General Manager, Panama Railroad; Mr. Bentz; Seymour Paul, Director of Personnel; and Brig. Gen. H. C. Dooling, Chief Health Officer. Not present when this picture was taken was Ernst A. Erbe, Special Assistant to the Governor.

One of the most striking features of the Panama Canal organization during the

past decade has been the almost complete

turnover of the top administrative per- sonnel. This change occurred within a few years

after the close of the war and actually

marked the end of an era in the Canal's

history. Up until that time top positions

except those held by service personnel

had been occupied, almost without ex- ception, by men with construction-day

experience.

Of a list of more than 100 names in an

official directory of The Panama Railroad

Company published in 1947, there are only ten still in service and all of these entered the service well after the close of the construction period.

The ten listed in that directory of

officials who are still employed are Paul

A. Bentz, E. M. Browder, Jr., R. B. Ely, G. O. Kellar, W. R. Lindsay, J. E. Heady,

E. N. Stokes, P. S. Thornton, and W. M.

Whitman, all of whom entered the service well after the Canal was completed.

Mostly Old Timers

Of the other 90-odd listed, they were, with few exceptions, men who had entered

the Canal service while the waterway was

being built and continued when the per- manent organization was formed. Most

of these men retired within five years

after the close of the war. This passing

of the old guard has been even more pro- nounced in the past five years and today

there are barely a dozen in service who

began their Canal careers before August

1914.

completed, the total cost was approximately $25,000,000.

The full effects of the Panama Canal

Company Incorporation Act did not show

until after the close of Governor Newcomer's administration, and many of the changes in organization and personnel of the past four years were results of the change to a corporate form for the Canal

organization.

Many occurrences of the 1948-52 per- iod which are all but forgotten now were

events of importance then and directly affected the welfare and working conditions of employees. A few of these were:

Adoption of the five-day work week with employees being given the opportunity to vote on work hours. The terms "Cold" and "Silver" were dis- carded.

Transfer of the Industrial Division to

Cristobal. Moving the Panama Railroad headquarters from Balboa to Cristobal. The biweekly pay plan and payment by

check instead of voucher were adopted. The return to civilian control of the Canal

Zone.

Liberalized leave privileges for local-rate employees were granted. Cash replaced coupons for Commissary

purchases. The now-familiar "shirtsleeve conferences" were initiated. La Boca Junior College was opened. The tract of land which is now Los Rios was transferred from the Army back to the Canal. The town of Cocoli was (See page 19)
12 THE PANAMA CANAL REVIEW August 3, 1956

Third Of Canal's Commercial Traffic

Pours Through During Postwar Decade

In the 42 years since the Panama Canal was opened to traffic on August 15, 1914, a flood of 253,000 ships of all categories

have used the time-and-mile-saving water way. Of this total, 189,000 have been

ocean-going commercial vessels. A substantial part of these impressive

totals have been added by the traffic

since the close of World War II. Of the 189,000 commercial transits, 64,000, or more than one third, have been made in the postwar decade. The Panama Canal has long been rec- ognized as a ready barometer of world

economic conditions and its reading on

world economy has been steadily upward

since the last gun was fired in the Pacific,

reflecting the upturn of world trade and

the remarkable restoration of business in war-torn areas. During the past year new records in commercial traffic were set. While this

level of traffic is still well below the Canal's potential capacity, the volume of trade and the size of vessels using the waterway have reached such proportions

that a continued increase at the pace of the past ten years would soon tax its present capacity.

Important Milestones Noted

The rate of increase in commercial

shipping is significantly highlighted by

two milestones in the Canal's history. In October 1939, 25 years after the waterway was opened, the 100,000th

transit was made. Despite the intervention of World War II when commercial

shipping dropped to an all-time low, the 150,000th transit was made 12 years later

in April 1951. The 200,000th transit will be made

about December 1957 at the present level

of traffic, less than seven years after the 150,000th transit. One of the most significant trends in the postwar traffic has been the increas- ing number of large tankers and ore carriers using the Canal. The average size

of tankers has increased over 1,100 tons within the past seven years. In 1929 the average size of tankers using the Canal

THE PARADE OF supertankers through the Canal began in 1951 and has steadily increased since. They

are nearly three times the average size of tankers transiting the Canal in 1949. This one transited in November 1951 carrying 155,000 barrels of oil from San Pedro to Bergen, Norway. It is the Norwegian

tanker Dalfonn.

was 5,366 net tons, Panama Canal measurement. This figure increased by nearly

1,000 to 6,324 in 1949, 20 years later, and

last year's average was 7,463 net tons, with transits by tankers of over 15,000 tons being frequent.

There has been a similar increase, al- though not so pronounced, in the size of ore carriers using the Canal. Last May

the SS Ore. Prince, the largest cargo vessel ever to use the Canal, transited on a run from Peru to Baltimore.

One of the principal features in the movement of commodities through the Canal since the war ended has been the increased trade to South America. The

development of banana plantations in Ecuador and the ore mining of Chile and

Peru have been major factors in this over-all increase. Former Customers Return

The revival of both Japanese and GerIRON ORE FROM Peru is now an important component in the commodities shipped from the Pacific to the Atlantic. This shows the ore carrier Pampyra taking the first shipment through the Canal from San Juan, Peru, to Morrisville, Pa. The shipments started in May 1953.

man shipping has been featured in the

Canal's postwar statistics. The first ship

flying the Japanese flag after the end of the war transited the Canal in November

1950. The first big German vessel to

transit after the war was in July 1950. Since that time the number of German

and Japanese ships in Canal traffic have

increased to several hundred a year and

both have substantially regained their pre-war position in the world's maritime commerce. The flow of world trade through the Panama Canal is an unceasing spectacle

for the interested observer and the post- war decade has reflected the panorama

of a world recovering quickly from the most devastating war in all history.

Below are listed, year by year, some

of the highlights of the Canal's operation

during this most important decade in its 42-year history. 1947 Commercial transits 4,260 Tolls-free 1,265 Tolls $17,534,000

Canal traffic in the fiscal year 1947

dropped 33 percent below the previous

year's figures, despite a substantial in- crease in commercial transits. The number of transits by Government ships

dropped from 5,554 in 1946 to 1,265 in 1947. The slow recovery of the inter- coastal trade, which had been particularly high immediately before the war, was noteworthy and the cargo tonnage

moved over this route in 1947 was only

44 percent of that in 1939. There was, however, a noticeable upturn in commercial traffic indicating a rapid economic

recovery in some areas after the close of the war.

1948 Commercial transits 4,678 Tolls-free 1,079 Tolls $20,017,000

The net tonnage of vessels using the

Canal was 13 percent higher in 1948 than

in the previous year, principally because

of the release of the larger cargo vessels
August 3, 1956 THE PANAMA CANAL REVIEW 13

MILLIONS

$

40

30

PANAMA CANAL TOLLS

F.Y. I9I5-I957

20

10

_——

_

__—__ ___—

_

—— Ml

GOVERNMENT M

in r n

COMMERCIAL m

flUI

-

flu

r 1915 '20 '25 '30 '35 '40 '45 '50 '55 ALTHOUGH TOLLS CREDITS have been received for U. S. Government shipping only since July 1951, the above chart shows the amount collected on commercial shipping since the Canal was opened, the computed amount which Government ships would have paid from 1915 to 1951, and the amount of tolls credits during the past five years.

by the Government for commercial service. The increase in number of transits was only 9.8 percent. Cargo movements

over the United States intercoastal route remained low but a substantial rise was

noted in the shipment of goods over the route between Europe and Pacific ports. There was a notable increase in the cargo tonnage moved from the Pacific to Atlantic destinations. 1949 Commercial transits. .. Tolls-free

4,793

1,293 Tolls $20,618,000

Although Canal traffic was consider- ably curtailed by the longshoremen's

strike in the United States during the

early part of the year, total traffic showed

a substantial increase over 1948. Pacific

to Atlantic cargo shipments were approximately the same for the two years, but

cargo tonnage from the Atlantic to the

Pacific gained 14.1 percent. The most

notable gain was in trade from eastern United States to Asia with a 40 percent

increase. This important gain was the

direct result of heavy shipments of coal to Japan which have continued high since 1949. 1950 Commercial transits 5,448 Tolls-free 1,016 Tolls $24,512,000

A heavy volume of mineral oil moved

from California to the eastern seaboard

of the United States was one of the dominant factors leading to the increase in Canal traffic during the year. The net

vessel tonnage in this trade was 19 per- cent higher than the previous fiscal year. The oil shipments brought the inter- coastal trade back to a level approaching

the pre-war years. Most trade routes through the Canal showed slight gains,

with the most substantial being over the route between Europe and South America which rose 10 percent.

1951 Commercial transits 5,593 Tolls-free 1,045 Tolls... $23,959,000

Trade between the east coast of the

United States and Asia rose to second

place among the trade routes, with the volume of traffic preponderantly from

east to west. While the United States

intercoastal route continued to be ranked

first, the volume of cargo was much be- low the previous year because of the

cessation of oil shipments from California. The most notable increase in trade

for the year was a 32 percent gain in tonnage figures in the trade route between

Europe and the west coast of the United

States and Canada.

1952 Commercial transits 6,524 U. S. Government 774

Tolls $30,409,000

This was the first year in the Canal's

operations that charges for U. S.-Gov- ernment vessels on a tolls-credit basis were made, the revenues from this source amounting to $3,384,000. Commercial

traffic reached a new high level, exceeding figures set in 1929 and 1938. Coal

shipments to Asia moving through the Canal increased by one million tons and

heavy banana shipments from Ecuador

to trie United States began. Shipments

of wheat and lumber from the Pacific to the Atlantic featured the year's statistics. Also, it was estimated that the tanker tonnage increased by 1,500,000 that year

because of the cessation of mineral oil shipments from Iran. 1953 Commercial transits 7,410 U. S. Government 1,064 Tolls $37,530,000

The continued rise in world economic

conditions and the movement of Govern- ment ships through the Canal because of the Korean War aided in setting new

records in Panama Canal statistics. All except two of the principal trade routes through the Canal showed increased cargo shipments and the volume (See page 17

THE END OF an era in Canal operations occurred during the postwar decade. It was the closing of coal bunkering operations in Cristobal. This shows the last ship to bunker coal there, in December 1952.

It is the Spanish cargo vessel Arraiz. Smoke from coal burners was a common sight in Canal waters

for nearly 30 years after it was opened.
14 THE PANAMA CANAL REVIEW August 3, 1956

COMMODITY MOVEMENTS

ATLANTIC TO PACIFIC

THOUSAND OF TONS

J TOTAL COMMODITIES L

.

F Y- I929 1933 1947 48 49 SO 51 52 53 54 55 56

1929 1938 1947 46 49 50 51 52 53 54 55 56

IRON AND STEEL MFGRS

THOUSAND OF TONS

2 500

1500

1929 '938 1947 48 49 SO 51 52 53 54 55 56

| SOYBEANS AND PRODUCTS | THOUSAND OF TONS

1000

/

J\J_

-.-_/

1929 1938 1947 46 49 SO 51 52 S3 34 55 56

| 5ULPHUR~|

THOUSAND OF TONS

800

600

200 r1929 1938 1947 46 49 50 SI 52 S3 54 53 36

CEMENT

THOUSAND OF TONS

./

: 1

1929 1936 1947 46 49 50 51 52 53 54 55 56

COAL AND COKE

THOUSAND OF TONS

4000

1929 1938 1947 46 49 SO Si 52 S3 54 55 56

AND

J5

| PHOSPHATES

1 n

\. 1

1929 1938 1947 48 49 50 51 52 53 54 33 56

SUGAR

THOUSAND OF TONS

000

800 )\ /

/ / \ —

'

200 1 m

1929 1938 1947 46 49 SO 51 52 53 54 53 56

[PAPER AND PAPER PRODUCTS |

THOUSAND OF TONS

800

400

200

1929 1936 1947 48 49 50 51 52 S3 54 55 56

| AMMONIUM COMPOUNDS 1 THOUS'

1000

800

600

400

200

-

NO OF TONS

7^

-

Fl n

t—/

\s v

1929 1936 1947 48 49 50 51 52 53 54 55 56

1957 TO BRING

BILLIONTH TON

MARK IN CARGO

The Panama Canal will celebrate its 42d birthday as an interoceanic waterway

on August 15. Between that date and the 43d anniversary the one-billionth ton of cargo

will be shipped through the Canal. At

the end of the fiscal year 1956 total commodity shipments aggregated 977,000,- 000 long tons and comprised every conceivable staple and luxury item used by

mankind.

During the Canal's 42 years of operating history two devastating world wars

have been fought and a worldwide depression occurred which dropped economic

standards to the lowest point of this century. These, plus disturbed international relations, have disrupted normal

world trade for half of the time since the waterway was opened in August 1914. The phenomenal resurgence of world commerce since the close of World War

II is illustrated in the tonnage of commodities shipped through the Canal in the postwar decade. Over 345,000,000 tons

of cargo, more than one-third of the grand

total in 42 years, have been moved

through the Canal since June 30, 1946. The charts on these pages give a

graphic history of this growth. They

show the ten leading commodities shipped

from Atlantic to Pacific and from Pacific to Atlantic and the eight great trade

routes over which the bulk of this freight has moved during the past ten years. The outstanding feature of the two

commodity charts is the tremendous

growth which has occurred in the post- war period in the Atlantic to Pacific trade. Less than 10,000,000 tons of cargo were moved from the Atlantic to

Pacific destinations in either the fiscal years 1929 and 1938, the two peak years

in Canal operations before the outbreak

of World War II. This level was exceeded in 1951 and

for the past three fiscal years the average tonnage has been more than double that

of the two pre-war years shown on the

chart. The tonnage of the ten commodities

shown on the Atlantic to Pacific chart in the past fiscal year totaled 14,700,000 tons and accounted for more than twothirds of all tonnage moved in that direction. Of these ten, the shipments of only

the manufacturers of iron and steel, and cement have failed to reach the levels of 1929 and 1938. Before the war iron and

steel manufactured products represented

the principal commodity in the Atlanticto-Pacific trade. A striking example of the shifting of world trade as portrayed year after year

in Panama Canal traffic is the movement

of mineral oil before and since the war

where the trend has been practically re- versed. Mineral oil shipments constituted one of the leading commodities shipped

from the Pacific to the Atlantic before

the war. Although tonnage rose in 1950 because of a heavy movement of oil from

California to the east coast of the United

States, the average tonnage in the post-
August 3, 1956 THE PANAMA CANAL REVIEW 15

war era has been about one-fifth of the peak reached during the late 1920's. The development of new oil fields in South America has been a principal

factor in the reversal in the (low of oil through the Canal. Less than 1,000,000 tons of oil was shipped through the Canal from the Atlantic in either 1929 or 1938, while shipments in most years

since the war's close have totaled double that amount and have averaged five times that much during the past three

years. A similar trend has been shown in the shipment of sugar. The amount of sugar shipped from the Atlantic to the Pacific

is presently more than four times that of pre-war years, while the tonnage moved

in the opposite direction has been consistently lower than the 1938 figures.

The movement of coal and coke, principally to Japan, since the close of the war has been one of the outstanding

changes in Canal statistics in comparing

commodity shipments with pre-war years. This trade was negligible before the war. Heavy shipments began in 1949 and since 1951 have been well above 2,000,000 tons

annually.

A commodity new in the group of leaders in the Atlantic-to-Pacific list since the war is that of soybeans and soybean products. Shipment of these products began

in substantial quantities in 1948 and have

shown a steady growth since, totaling

800,000 tons last year. Other commodities which have shown similar increases have been phosphates, sugar, and ammonium compounds.

The amount of cargo shipped through

the Canal from Pacific areas to Atlantic- destinations has shown a steady but less phenomenal rise since the war than commodity movements in the opposite direction. It was not until the fiscal year 1954

that the tonnage in this direction reached

the 1929 level. During the past three years the amount of goods has been ap- proximately equal in tonnage in both di- rections, with shipments in the past fiscal year being substantially higher in the

Pacific to Atlantic trade than in the opposite direction. The ten commodities listed on the

Pacific to Atlantic chart represent

nearly 90 percent of the total commodity shipments in this direction moved

in the past fiscal year with an aggregate

of over 18,000,000 tons. The development of the new mining

areas in Chile and Peru, and particularly the iron ore mines in Peru, was primarily

responsible for the great increase in ore tonnage moved through the Canal from

the Pacific. Ore shipments have been

heavier than those of 1929 or 1938 in every year since the war closed and in both 1954 and 1956 fiscal years they ex- ceeded 5,000,000 tons, approximately two

and-a-half times the pre-war level. Another factor in the growth of cargo tonnage from the Pacific since the war

has been the shipment of bananas. These come from Central America and the comparatively new plantations in Ecuador.

The chart showing traffic movement

over the eight principal trade routes

portrays a story of the revival of trade

or the development of new commerce

in various parts of the world. The failure of the United States inter- coastal route to regain its pre-war trade

is- one of the most striking features of the

chart. There has been only one year since the close of the war, 1950, in which the tonnage of vessels over this route has

COMMODITY MOVEMENTS

PACIFIC TO ATLANTIC

FY 1929 1918 1947 48 49 SO SI 52 53 54 55 56

SAND ONS MINERAL OILS

n

.':.

:

:>: I

/\

ll

/

/

\ 1 /X/ 1

FY 1929 IS36 194 7 4B 49 50 51 52 53 54 55 56

* Y 1929 1935 1947 48 49 50 31 52 53 54 55 56

SUGAR ]

SAND OF TOMS | WHEAT

I

I \

FY 1929 1939 1947 4* 49 50 51 52 53 54 53 56

THOUSAND OF TONS THOUSAND OF TONS

3000

FY 1929 1938 1947 48 49 50 51 32 53 54 55 56

THOUSAND OF TONS

NITRATE OF SODA |

FY. 1929 1938 1947 48 49 SO Si 62 53 34 55 56

BANANAS

ITHOUSAND OF TONS

2000

1500

IO00

500

-- —

FY 1929 1938 1947 48 49 50 Si 52 5S 54 55 56

METALS, VARIOUS

THOUSAND Of TO NS THOU

1000

800

600

400

200

SAND OF TON S

-

»

s

F Y 1929 1938 1947 48 49 50 5l 52 53 54 55 56

000

800

600

400

200

Cvl

1938 1947 48 49 So SI 32 53 S4 5S 56

REFRIGERATED FOODS

F Y 1929 1938 1947 48 49 50 51 52 53 54 55 56
16 THE PANAMA CANAL REVIEW August 3, 1956

COMMERCIAL TRAFFIC

BY

PRINCIPAL TRADE ROUTES

260OO

27000

2tOOO

25000

24000

2 3000

22000

2I0O0

20000

| P.C. NET VESSEL TONNAGE -ALL ROUTES

//

/ — ^

/

—

F V. I929 1938 1947 46 49 50 51 52 S3 54 55 56

UNITED STATES INTERCOASTAL

THOUSAMD OF TONS

9000

F Y 1929 1938 1947 46 49 50 51 52 53 54 55 56

EUROPE-WEST COAST

SOUTH AMERICA

THOUSAND Or TONS

:::

: —

EUROPE-WEST COAST US/CANADA

THOUSAND OF TONS

6000

5000 /v

3000

/

\ //

-~-~/

FY l»29 '938 1947 46 49 50 51 52 53 54 55 5*

EUROPE- AUSTRALASIA

THOUSAND OF TONS

FY 1929 1936)947 48 49 50 51 52 53 54 55 56

EAST COAST US-WEST COAST

CENTRAL AMERICA/MEXICO

THOUSAND OF TONS 20OO

\//

: P71

F. Y. 1929 1938 1947 46 49 50 51 52 53 54 55 5*

EAST COAST US/ CANADA-ASIA

6000

5000

4000

3000

2000

1000

F Y.

\N0 OF TON5

m ,

/

, ""

3000 y 25O0

2000

1500

|

I 1JJ FY 1929 1938 1947 46 49 50 51 52 53 54 55 56

EAST COAST US/

CANADA - AUSTRALASIA

THOUSAND OF TONS

1000

;

>>

F Y. 1929 1936 1947 46 49 50 51 52 5) 54 55 56

1929 1938 1947 46 49 SO 51 52 S3 54 55 56

EAST COAST US/WEST COAST

SOUTH AMERICA

THOUSAND OF TONS

//

1 -

/

1979 1936 194? 41 i9 » 51 S2 SI M 55 56

equaled the 1938 level and in none has

it approached the high level of 1929. In contrast to this trend, however, most

other of the major trade routes have

shown a consistent and substantial growth

since the war and all but one, that be- tween Europe and the west coast of the United States and Canada, have failed to reach the pre-war levels. The economic progress of South America is illustrated by the increase in ton- nage figures over two main trade routes

serving that area. For the past three years the tonnage has averaged nearly

three times that of 1929 or 1938 on the route between the east coast of the United

States and South America, while tonnage

figures on the route between South America and Europe have shown a consistent gain since the war and are now well above

the pre-war level. The trade between Asia and the United

States and Canada has shown a phenomenal growth since the war. The total net tonnage of vessels moving through the Canal over this trade route has averaged

nearly 7,000,000 tons for the past three

years, as compared with approximately

1,800,000 tons in 1929 and 3,750,000 tons

in 1938. The relatively high figures in 1938 were due to the heavy shipments of scrap iron to Japan immediately before the war. This trade route ranked fifth

in 1929 and third in 1950 has been the

leading route, in vessel tonnage, for the past six years. Year in and year out since the Canal was opened to traffic in 1914 the flag of the United States has led all other nationalities in the Canal ship traffic, with

that of Great Britain in second place.

Little less than phenomenal since the

close of World War II has been the re- covery of the maritime trade of Japan

and Germany. Both of these major maritime nations held a commanding position

in number of ships and amount of cargo

in the Canal's ship nationality list before

the war. Much of the shipping passing

through the Canal under the Japanese

flag is for the east coast of South America.

It was not until five years after the war ended that the first German vessels transited the Canal, there being four in the fiscal year 1951. Last year the Ger- man flag held third rank with 509 ships.

There were 40 ships flying the Japanese

flag in the Canal's 1951 traffic, and this number increased to 476 last year, making Japan fifth on the nationality list and

just below Liberia. More cargo was carried on Japanese flag vessels last year, however, than on those flying the Liberian flag. The following tabulations shows the number of ships of the ten leading nationalities in Canal traffic last year, and the number of ships of each in transit in 1938 and in 1951:

1938 1951 1956 United States 1,780 2,203 2,102 Great Britain 1,281 1,004 1,142 Norway 667 513 985 Germany — 357 4 509 Liberia.-- 23 496 Japan 300 40 47b Panama.. 182 220 431 Honduras 22 346 423 Denmark. - 223 191 337 Colombia ---- 75 232

It is to be noted that while some nationalities have more ships in transit, the amount of cargo carried might be less than that of some other nationality. Last

year, for example, there were 232 ships

flying the Colombia flag, but the amount

of cargo carried was exceeded by the ships

of several other nations.
August 3, 1956 THE PANAMA CANAL REVIEW 17

STATISTICS ON CANAL TRAFFIC

For the purpose of comparison between pre-war and post-war traffic through the Panama Canal, statistics for the fiscal year 1938 are used in this section, as being more nearly normal for peace time than those for 1939. COMMERCIAL TRAFFIC BREAKS ALL FORMER RECORDS

A complete new set of records for commercial traffic through the Panama Canal was established during the past fiscal year. It was the fifth consecutive year

in which a new record in the number of ocean-going commercial transits was

written into the statistical books. Because of the continued decrease in the number of U. S. Government vessels using the Canal, the 1956 figures failed to top previous records in total number

of transits, total tolls, and number of ocean-going vessels in transits for one

year. The previous record in total tolls, $37,530,327, was set in the fiscal year

1953, while the record in ocean-going

transits, 8,584, for both commercial and

Government ships, was recorded in 1954. Substantial gains were made in the amount of cargo shipped over all of the main trade routes through the Canal last year, with the biggest increase, percentagewise, on the route between the east coast of South America and the west

coast of the United States and Canada.

The cargo shipments on this route jumped from 481,000 tons in fiscal year

1955 to 1,460,000 tons last year. The amount of cargo shipped over the route between the east coast of the United

States and Canada and the Far East in- creased by more than 1,250,000 tons last year over the previous year. Again in the past fiscal year, this route held first rank

in importance which had gained for the

first time in the fiscal year 1955. While the United States, Great Britain,

and Norway continued to hold first, sec- ond, and third places, respectively, in the

nationality of ships using the Canal,

Panama dropped from fourth place in 1955 to seventh place in last year's list. It was replaced in fourth place by German

flag ships, with Japan and Liberia being

in fifth and sixth places. Ore shipments from the Pacific to the Atlantic continued the substantial in- crease shown for the past few years on

the commodity list, and exceeded five million long tons last year. The most

spectacular gains in commodity ship- ments last year over the previous year were barley and wood pulp. Both of these commodities exceeded a million long

tons last year as compared with less than

400 thousand tons each the year before. In the commodity movements from the Atlantic to the Pacific last year, mineral

oils showed the biggest gain and contin- ued to rank first. Shipments last year

totaled over five million tons, and ex- ceeded the previous year's figures by over

800,000 tons.

tei SHIPS and SHIPPING ci^L

Transits By Ocean-Going Vessels In June

1956 1955

Commercial 674 653

U. S. Government .... 21 31

Total 695 684

Tolls* Commercial $3,013,659 $2,811,652

U. S. Government. 70,817 149,631

Total.. ^$3,084,476 $2,961,283

"Includes tolls on all vessels, ocean-going and small.

THIRD OF CANAL'S COMMERCIAL TRAFFIC

POURS THROUGH DURING POSTWAR DECADE

MANY STRANGE CRAFT have transited the Canal in its 42 years of operating history but none has

provided a more spectacular sight than the three big floating drydocks which were careened by the Mechanical Division during 1949 and 1950 and towed from Balboa to Cristobal. One of these is shown as it towered above Miraflores Locks. All three transits were made without incident.

(Continued from page IS) of both tanker and dry-cargo traffic was well ahead of the previous year. The United States

intercoastal route showed a 22 percent

gain, while the vessel tonnage on many

routes classified under the miscellaneous heading was half again as high as the previous fiscal year.

1954 Commercial transits 7,784 U. S. Government- . 800

Tolls- $37,191,000

The record number of transits by

ocean-going vessels, commercial and U. S. Government, set an all-time high in the Canal history which has not since been

surpassed. Important gains were made

in tonnage of coal, phosphates, scrap- metal, soybeans, and corn. An important

expansion of the refrigerated service for the transportation of bananas from Ecuador to Europe was one of the important

trade developments of the year. This

added substantially to the increase in commodity shipments over the trade

route between Europe and South America. This trade route has shown a consistent and phenomenal growth in the postwar decade.

1955 Commercial transits 7,997 U. S. Government. 296

Tolls $35,137,000

The total number of ocean-going transits declined from the high level of the. two previous fiscal years when the number of U. S.-Government ships using the Canal declined sharply after the close of the Korean hostilities. This was largely

offset, however, by the substantial in- crease in commercial traffic which set a new high record. The volume of shipping

between Europe and South America continued an upswing and this trade route ranked fifth for the year. Commodity

shipments showing substantial gains on

this route included bananas, copper, metal,

iron ore, sugar, and sulphur. The record cargo movements for the year over all routes was largely the result of increased commodity shipments from the Pacific to the Atlantic.

1956 Commercial transits 8,809 U. S. Government. 266

Tolls $37,451,000

Most former Canal records were broken

during the year, although the total number of transits by ocean-going ships failed to top the 1954 record. The year's traffic was featured by a continued increase

in the number of supertankers and large ore carriers moving through the Canal. A feature of the year was the shipment

of 4,045,416 tons of cargo through the waterway in May, this being the first time in the Canal's history that commodity shipments aggregated over 4,000,000

tons. The heavy movement of mineral

oils, and especially from the west coast

of the United States to the eastern sea- board, was particularly significant in the

traffic statistics.
18 THE PANAMA CANAL REVIEW August 3, 1956

Record Enrollment Of 7,000 Expected

When Schools Reopen Next Month

(Continued from page 1) and construction of covered passageways and busloading platforms are among the improve- ments being made during the school vacation season. Many Improvements Planned

Interiors are being painted at the Canal Zone Junior College, Ancon kindergarten, Diablo Heights school, and both men's and women's college dormitories. Sound proofing is being done at Balboa

Junior High School, and the Diablo

Heights and North Margarita Elementary schools. Additional covered passage- ways and bus-loading platforms are being

constructed at Balboa High School, Bal- boa Junior High School, and the Junior

College.

The Ancon gymnasium is being re- modelled to provide new and improved

office, storage, and dressing-room space. A full-time physician is expected to

join the school staff this year. A few changes in school districting are planned. Fort Davis first-graders will attend South Margarita instead of Gatun.

France Field grades 1-6 will attend North

instead of South Margarita, and grades

5 and 6 from Coco Solito will attend Cris- tobal elementary instead of North Margarita, on the Atlantic side. Pacific side changes include the fourth-graders from

Albrook Air Force Base, who will attend

at Balboa instead of Fort Kobbe, and

grades kindergarten-6 from Curundu

Heights, who will attend at Diablo

Heights this year instead of Balboa. New Teachers Already Hired

The list of new high school teachers employed up to last month, their home

towns, the colleges from which they were

graduated, and their assignments follows: Margaret Clayton, of Perkinston, Miss.

Mississippi Southern; Cristobal High

School; physical education. Max Ackerman, of Chiloco, Okla; Southwest Texas State Teachers College;

Balboa junior high school; English. Luis Fattorosi, of Perth Amboy, N. J.; Rutgers; Cristobal high school; English

and business. William Garber, of Covington, Va.; Lynchburg College; Cristobal junior high

school; mathematics.

James Hunt, of Bemidji, Minn.; Bemidji Teachers College; Cristobal junior

high school; mathematics.

James Kiskin, of Lorain, Ohio; University of West Virginia; Balboa junior

high school. Milton Poland, of New Britain, Conn.;

Northeastern University; Balboa junior

high school. Loring White, of Sidney, Neb.; University of Connecticut; Balboa junior

high school; English.

New teachers for assignment to ele- mentary grades, their home towns and

colleges, include: Betty Thomas, of Brazil, Ind.; Indiana

State; Dora Hardy, of Cleveland, Ohio,

Miami (Ohio); Dorothy Helmkamp, of Denver, Colorado University; Joan Grunert, of Lisbon Center, Me., Farminton

State Teachers College; Mary Brennan,

of New Bedford, Mass., Fitchburg Teachers College; Evelyn Home, of Birmingham, Mich., Michigan State; Raymond

Fanning, of Baltic, Conn., Willimantic

Teacher College; Sam Queen, of Waynesville, N. C, Western Carolina; and Earl

Sharick, of Lacon, 111., Illinois State Nor- mal University.

CANAL TRANSITS — COMMERCIAL AND U. S. GOVERNMENT

Fiscal Year

1956 1955 1938

Atlantic

to

Pacific

Pacific to Atlantic

Total Total Total

Commercial vessels: 4,133 450

4,076 446

8,209 8967,997

1,149

5,524 *Sma!l 931

Total commercial -. 4,583 4,522 9,105 9,146 f., 155

**U. S. Government vessels, oceangoing ... . _ _- 160

127

106 210266

337 296 318

441 *Small .

Total commercial and U. S. Government -- - - 4,870 4,838 9,708 9,760 6,896

'Vessels under 300 net tons or 500 displacement tons.

**\'essels on which tolls are credited. Prior to July 1, 1951, Government-operated

ships transited free.

TRAFFIC MOVEMENT OVER MAIN TRADE ROUTES

The following table shows the cargo shipments in thousands of long tons, segregated

into eight main trade routes:

Fiscal Year

1956 1955 1938

6,276

6,192

1,460

9,651

1,280 5,616

3,160

2,271 9,213

5,978

5,971 481

8,393

1,274 5,094

2,527 2,328

8,600

6,395

2,652 East Coast South America and West Coast U.S./Canada 161 4,912 992

4,237

2,974

1.251 3,812

Total traffic -- — 45,119 40,646 27,386

Principal commodities shipped through the Canal

(All figures in long tons)

ATLANTIC TO PACIFIC

Commodity

Fiscal Year

1956 1955 1938

5,137 3,549

1,478

1,167

1,301 936

1,425 742 618

1,875

1,083

1,421 315 288

290

2,208

4,087

3,747

1,387

1,271

1,221 939

1,281 789

551

1,981 387 349

280

222 236

3,499

2,127

2,851 Wheat . - - 706

Nitrate - - 1,401 991

53

1,487 698

Refrigerated food products (except fresh fruit) 335

2,875 237

314

175

13 127 3,307

Total 23,833 22,227 17,697

PACIFIC TO ATLANTIC

Commodity

Fiscal Year

1956 1955 1938

5,130

2,131 463 498

1,257 433 469

746

289

787

301 317

271 244

2,996

4,954

4,305

1,792 295

23

1,043 377 463

557 300

520

285

187 233 213

3,274

4,552

907

1,859

71 999

328

423

297

3 154

57 168 104

109 238

Coal and coke . - _ 137

All others ___ _ ._ 3,835

Total 21,286 18,419 9,689
August 3, 1956 THE PANAMA CANAL REVIEW 19

Canal Organization Vitally Affected By Postwar Changes

MANY OLD LANDMARKS like the Ancon Theater fell by the wayside during the past 10 years. The

building, used for many years as a clubhouse, was demolished early in 1952. The main part of the building was first erected in Pedro Miguel and moved to Ancon in 1913. It had been extensively remodeled two or three times.

(Con'irfied from page 11) transferred to the Navy.

Draft Boards were established in the Canal

Zone. These and a host of other events made

the administration of Governor Newcomer one of the most significant in the Canal's history.

The most widespread change in the top

administrative officers of the Canal organization since the Isthmian Canal Commission was changed in 1907 occurred in May 1952 and within a short time thereafter. For the first time in the history of the permanent operating organization new men were appointed as Governor and

Lieutenant Governor at the same time. From the time Governor Goethals left the organization 35 years before, the Governor had been succeeded by the second in command (Engineer of Maintenance and later Lieutenant Governor).

The change in this long-established policy came when Gov. J. S. Seybold was ap- pointed to succeed Governor Newcomer

and Col. H. 0. Paxson was appointed as Lieutenant Governor, succeeding Col. Herbert D. Vogel.

Occurring at this same period was the retirement or reassignment of a substantial number of top administrative officers. These included the Health, Marine, and

Finance Directors, and several officials of lesser rank. The four-year administration of Governor Seybold was filled with changes and

events which made the Canal organization the top headline news of local newspapers more than in any period since the Canal was completed. Many of the changes resulted from the adoption of the corporate form of operation.

An extensive review of Governor Seybold's administration was contained in the May issue of The Review and will not be repeated here.

Briefly, some of the highlights of his four-year term of office were: Plans to increase the capacity of the Canal; Contractors Hill project; 60-cycle conversion

program; completion of quarters program;

consolidation of hospitals; increase in rents; study on fringe benefits; consolidation of Canal units as work level dropped;

adoption of Spanish language in Latin

American schools; and plans for replacement of Locks towing locomotives. While all of these were of great news

interest and affected employees in many

instances, undoubtedly the most far- reaching event which occurred during Governor Seybold's administration was

the conclusion of the new U. S.-Panama

Treaty. While this was not his direct

responsibility, its affects will be more far- reaching than many occurrences which

captured headlines. As the administration of Gov. W. E. Potter begins, additional changes and

adjustments are in the offing. These

will be the result of treaty commitments with one of the principal changes

becoming effective at the end of the year when commissary purchase and

free entry privileges will be restricted

to only U. S. -citizen employees and

non-U. S. -citizen employees living in the Canal Zone.

This change will necessitate a further

substantial force reduction that will re- quire adjustments in all major units which

are expected to continue for several months following.

Although these changes are still to come, they will be of far less magnitude

than many that have occurred in the past

decade. And, aside from these, there are no indications that the coming ten years

will be so turbulent as the ten which

Canal employees have just experienced.

The Canal's working force at present

is substantially at the same level numerically as it was in 1938, which means,

in fact, that it is well below that level from the man-hour standpoint. This

is true because the 40-hour work week

has been adopted throughout the or- ganization since 1938 and leave privileges for local-rate employees, more

than two-thirds of the total force, have

been inaugurated.

The history of the Panama Canal has been replete with turbulence and debate and no prognostication is here made that

its future will not have its share. However, The Panama Canal Review offers one of its rare editorial opinions:

The next ten years will not be nearly

so rough as the postwar decade now

ending.

Canal Commercial Traffic by Nationality of Vessels

Fiscal Years

Nationality 1956 1955 1938 Number of

transits

Tons

of cargo

Number of transits

Tons

of cargo

Number of transits

Tons

of cargo

3

1

8,661 1 1510 1,14560

38

198

31

8,908

35,191 6,897,789 323,734

289,543

261,249

212,055

British 1,142

7536 232

26

7,299,912 452,731

271,169

293,191

171,869

1,2819

2

6,417,016

28,787

13,113 Colombian. . Costa Rican

2 337 223 66

1,154,339 79,985 323

57

1,014,334 79,164 865,235

Ecuadorean

2

1 105 357

94

22

5

4,695

4,021 567,288

Finnish 22

112 509

114 423

109,888

683,920

1,500,863

1,031,982 372,424

9 132 375

121 428

44,750

585,123

1,002,372 1,013,875 384,8901,518,593 525,351

Honduran 8,478

24,411

2 126 476

17

20,200

756,773

3,516,810

77,477

3 160 464

4

28,950

907,359

3,103,396

13,551

Italian _ 52 300153,417

1,877,502 Korean (South)

_

3 4,900 496

8 140

53 985

431

3124

2

2 48

163

4,252,066

27,624

778,152

82,720

4,954,149

1,959,097 165,367 144,368

384

6 13950 904

551

18

17

2,637,568

19,499 736,668

60,509

4,162,091 2,712,127 49,702

88,056

Netherlands 285 749,642

Norwegian

Panamanian

667

182

53

3,433,571 415,561

7,151 Philippine

Portuguese

8,441

1,927 197,814

816,059

1 32 207

54

2,102

2

3,478

132,264

829,519

37,235

9,250

12,949,146 3,016

5

2 119

10,419 Spanish ._. 15,280 Swedish. . 763,049

United States. __ . 2,102

2

2

1

13,909,995 9,498

8,851 9,161

1,780 9,892,619

4

14

3,971 Yugoslavian . 1 9,940 73,413

Total 8,209 45,119,042 7,997 40,646,301 5,524 27,385,924
20 THE PANAMA CANAL REVIEW August 3, 1956

CANAL COMPANY AGREES TO BUY TWO NEW TYPE

LOCKS TOWING LOCOMOTIVES FOR TEST PURPOSES

(Continued from page 1) equipment. Bidders were also asked to submit proposals for furnishing two test locomotives. The General Electric Company entered

offers ranging from $7,238,000 to $9,- 866,000 for 57 locomotives, and three lo- comotive cranes, being the lowest of the two received for equipment of existing

design. LeTourneau's was $4,982,400 for 30 units including three cranes of the new design, a sufficient number to handle

the towing requirements at all three Locks. The decision to replace all of the towing locomotives now in use was reached

after extensive engineering studies by the Company and consultants on relative

costs of replacement or rebuilding and

conversion of the present equipment for

60-cycle use. Many of the locomotives now in use have been in service since 1914 and most of the equipment has reached

such a state of obsolescence and wear

that it would require complete rebuilding

aside from the cost of converting all units

for 60-cycle current. The design of the LeTourneau loco- motives was developed after considerable first-hand study of the towing

problems by R. G. LeTourneau, president of the firm, and other officials of the company who visited the Canal

Zone several times prior to the submission of their proposal.

The contract for the new-type towing

equipment provides for delivery and installation of the test units within 14 months after the formal contract is ap- proved and signed by Gov. W. E. Potter. Negotiations for the purchase of the two

test units have been conducted for the Canal Company by Col. Hugh M. Arnold,

contracting officer, and for LeTourneau

by R. L. LeTourneau, J. S. Scruggs, and

C. T. Peterson. Colonel Arnold has been

assisted in the analysis of the bids by

various officials of the Marine Bureau,

and particularly the Locks Division, and

personnel of the Engineering Division cf

"

THE NEW locomotives will present an unusual ap- pearance. They will be built to operate on the existing towing locomotive tracks.

POSITION OF fender car is shown when a ship would be in Miraflores Locks with an extremely lowtide. The test locomotives are to be used at Gatun.

the Engineering and Construction Bureau. The three LeTourneau representatives came to the Isthmus last week for the negotiations.

Aside from their strange appearance in comparison with other towing locomotives, the LeTourneau devices represent one of the few basic changes which have

been made in the operating equipment of the Panama Canal as conceived and de- signed by its builders almost a half cen- tury ago. The other notable change has

been the elimination of the emergency

dams, three of which have already been

removed. These have never been used

for the purpose for which they were constructed. Except for minor alterations, the other operating equipment is un- changed in design from that installed when the waterway was opened.

The LeTourneau locomotives will be

built to operate on the existing tracks

of the center lock walls. With only two

locomotives in use, each would have

tow lines fore and aft to the vessel in tow. Thus, each locomotive would provide towing and braking power. With the towing power entirely on one

side of a ship, the vessel would be spaced

or held off the lock wall by a pneumatictired fender suspended from each locomotive and controlled by the towing loco- motive operator. Each fender-car will be equipped with twelve rim-mounted, 24- ply pneumatic tires, 18 x 25, with three

ori an axle. Six of the wheels will bear

against the ships and six will ride the

lock wall. The tires will be mounted

horizontally with the locks walls, permitting them to roll forward as the ship in tow is moved.

The fender cars will be raised or lowered by electric motors in the towing loco- motives. They will be suspended below

the lock wall and can be lowered to a depth of 43 feet below the wall to permit

contact by ships of all sizes and at all stages of water level in the lock. Some minor modifications will be re- quired on the lock walls for the operation

of the fender. Also, the repair sheds at the locks will require alterations to permit

passage of the new-type locomotives. The new locomotives will be equipped

with line booms of light-weight tubing,

approximately 75 feet in length. These

are entirely new features and are de- signed to pass one or both manila messenger lines from the towing locomotives to the ship. It is expected that this will eliminate the present system of using

rowboats for passing the connecting lines from the lock walls to the vessels upon

their approach. The operation of these whip booms will be controlled by the operator in the locomotive cab. The LeTourneau locomotives will not

only provide a wholly different scheme

for the towing of vessels through the

Canal Locks but they will differ radically in appearance from those in service. The dimensions of the locomotives

will be 36 feet in length, 14 feet in width, and 13 feet in height to the top

of the operator's cab. The weight of each locomotive will be approximately

110,000 pounds and they will have a top speed of around nine miles per hour.

The operator's cab will be fully enclosed and will be located on top of the locomotive platform at one end. Tinted

safety-glass windows will be provided on

all sides except that opposite the lock, with the window on the lock-side being

equipped with a power-driven wiper. The

cab windows will be arranged to be lowered or raised and the cabs will be insul- ated against heat and equipped with 10-

inch electric fans for use when the windows are closed. The locomotives will be given their unusual appearance by the fender masts and whip booms. The over-all height of the fender car and mast will be 46 feet. The mast on which the fender is raised

or lowered will be a lattice-type steel structure. Since the test locomotives are to be in use before the power conversion at the Locks is scheduled, they will be equipped

with diesel engines to drive the power

generators in the locomotives. After the conversion to 60-cycle current, these engines, if found to be satisfactory, will be

replaced with electric motors for operation of the locomotives.

w = ©-

00"

cn"

•hi OS

THIS CLOSE UP shows how the fender assemblies

will be raised and lowered and how the big tires on

the fender cars will hold a ship off the lock wall. The

overall height of the car and mast will be 46 feet.