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1 /
David S. Parker Governo r-President

Charles R. Clark Lieutenant Governor

Frank A. Baldwin Panama Canal Information Officer Official Panama Canal Publication

Morgan E. Goodwin, Press Officer

Publications Editors Willie K. Friar, Tomas A. Cupas

Writers Eunice Richard, Fannie P. Hernandez,

Jose T. Tufion and Luis C. Noli

Review articles may bereprinled willioul fuilher clearance. Credit lo the Review will be appreciated.

Subscriptions: $1 a year, airmail $2 a year,- back copies (regular mail), 50 cents each. Published twice a year. Make postal money orders payable to the Panama Canal Company, Box M, Balboa Heights, C.Z.

Editorial Offices are located in the Administration Building, Balboa Heights, C.Z. Printed at the Printing Plant, Lo Boca, C.Z.

Contents

Art Contest 3

The building of the Canal

through the eyes of children

Taboga 6

New plans afoot for Panama's tranquil "Island of

Flowers"

What's In A Name? 10

Clues to a colorful past in

local place names

Painters Make Striking

Pictures 14

Dramatic photographs of

Thatcher Ferry Bridge

being made spic-span

Passing Parade of Ships 16

Vast armada reflects

changing times

Shipping Notes 22

Culinary Capers 24

Tropical treats for the

creative cook

Beer 28

Nine million gallons a

year flow from Panama's

breweries

History 31

Sketches in this issue by Cados Mendez and cartoons bij Peter Curneij.

EVERYONE HAS HEARD OF

wicked Captain Fokke who cursed

tlie Almightly one day 300 years ago

while beating against the wind as he

tried to round Cape Horn. He and his phantom ship have sailed the seas ever

since haunting all honest maiiners. While assembling pictures of inter- esting ships using the Panama Canal for the 6-page feature that appears in this issue, it was found that nearly every unusual ship, except the Fhjing Dutch- man, has been here at least once. The Tusitala of New York was no

Flying Dutchman but she was almost

as interesting. In 1929 when she was

still making transits of the Panama

Canal, she was the only United States

flag sailing ship remaining in the trade between Atlantic and Pacific ports of the United States. In the picture taken

in 1927 showing her in Gatun Locks,

she was on a regular trade route be- tween Seattle and Baltimore and at that time had on board a cargo of magnesite

and lumber.

The Tusitala was built in 1883 in Greenock, Scotland, and was regarded

as a good example of the fine models

turned out at that time. Painted a sparkling white and with

every stitch of canvas set taut, the

vessel presented a yacht-Uke appear- ance which inspired pride in the hearts

of old sailors. She was purchased by a group of men in New York in 1923 and her name

changed to Tusitala or "Story Teller," a name conferred by Samoans upon

Robert Louis Stevenson, who spent the

last years of his life in the South Seas. The formal change of flags was marked

in New York by a ceremony befitting the occasion, according to an account

of the event. A bottle of champagne was

broken on the bell by Will H. Low,

artist, and old friend of "R. L. S.," and a few words of benediction were

spoken. Christopher Morley, who was

at the helm, read a letter from Joseph

Conrad addressed to the new owners.

Spring 1972
And Boi^ ColfrU

A Fi«ik Ne# L(Hvlt at tke

Buiidlna ol tke Canal,

KIDS ARE FUNNY PEOPLE.

And their imagination, when

stirred onlv shghtly, can produce some

prett)' fantastic ideas. The Panama

Canal RE\^Ew set out to prove this point by sponsoring a contest among

fifth and si.xth grade students in Canal

Zone Schools. The children were provided statistics on such things as the amount of concrete used to build the locks, the volume

of material excavated from Gaillard Cut

and the number of holes perforated to sink dvTiamite charges during the construction of the Canal. Then they were

asked to use their imagination.

The results were just short of over- whelming, despite the fact that classes

in the Latin American schools were

nearly over and there was not time to obtain entries from them.

Renderings came in crayon, pen and

ink, oils and water colors, bright colors and bold strokes. Many showed amazing ingenuity and quite a few revealed

a keen sense of humor in the young

artists. One child, obviously feeling

that President Theodore Roosevelt had

adequately summed up the story of the Canal, painstakingly copied one of

Teddy's better-known quotations and

sent that along as her entry. On the Covers The work of the two first-place winners appears on the front and back

covers. Author of the watercolor on the

front cover is 10-vear-old Laura Otter, daughter of Maj. and Mrs. Jason I. Otter, of Howard AFB. The back cover is a crayon drawing by Ted Osborne, 11, son of Mr. and Mrs. Theodore M.

Osborne of Panama City. Ted's father

is emploved at Fort Amador. Though

both children have been on the Isthmus

less than a year, they have already

learned much about the Canal and its history in school and through their own

research. The first-place winners received a plaque on which is mounted a piece of rock from Gaillard Cut, a 3-month pass

to any Panama Canal movie theater,

and were taken on a comprehensive

tour of the printing plant, where they

learned about offset printing from real experts. Veteran lithographer Juan Fernan- dez V. explained to the children how their original artwork was photographed, color separations and plates

made, before the printing process actually began. Laura and Ted were

given proofs of each of the four colors used in printing the cover—red, yellow,

blue, and black—to show their class- mates at school. The workings of the offset press, where the final product rolls off, were

explained by Mario B. Rivera. Drawings and paintings selected for second prize and those chosen for honorable mention are reproduced on the

next two pages. Two hundred and fifty- tvvo students from both sides of the Isthmus entered the contest. V. C.

The Panama Canal Review
Grade 6, ^"^ ^.%^^^

W.

EXCAVATED OIRT

^ROn CANAL - 7000 TinES

HIGHER THAN

^'r- C\/ER£ST

Jerri Love, Second Prize Grade 5, Fort Gulick

0U+0V4-n{tCQnQl I

\-

Nancy Rodriguez

Grade 6, Ancon

Aailk

The. H.SOO.OCX) Cubic qcrds o\ Ce,nen+

u'ieJ +0 build +he locks ujouli *^i\l

l%n,1U,i:)4 W our HqI(^ GcxUon MUk

ton+oiiner?.

Marj' Kelleher, Second Prize Grade 6, Balboa

Rodolfo Mon

Grade 5, Margarita

Connie Hallada Grade 6, Diablo Heights

Daphne Downing

Grade 6, Margarita

Grade 5, Fort Gulick

Spring 1972
Johnny Tate Grade 6, Margarita

\,rrf

Charles Bowen

Grade 6, Gamboa

tfrf

Gilbert Corrigan

Grade 5, Margarita

PANAHA CAHAL -

211000,000. C.i.cYc.cl,

EXCAVATED DIRT ?? ^'j. ^

Manny Olivaz Grade 5, Fort Gulick

/T
Tabo

By Jose T. Tufion

3.K> »;

Architectural drawing showing some of ttie 55 modem cabins to be constructed on the adja- cent island of El Morro as a part of the hotel complex that will include the Taboga Hotel.

CLOSELY LINKED TO THE

colorful history of Panama, the picturesque island of Taboga has known

the fury of marauding pirates, the intol- erance of the Conquistadores, the boldness of the Gold Rush adventurers, and

the glory of producing a saint. Through

it all the island has remained unsullied. An idyllic hilly island in Panama Bay,

reminiscent of Capri, Taboga is only

about 12 nautical miles, or an hour by

launch, from Panama City. Its proximity

and its white sand beaches have made

it a prime candidate for further development by the Republic of Panama Tourist Bureau.

Plans are now afoot to build a hotel complex which would include the pres- ent Hotel Taboga and 55 modem cabins

to be constructed on El Morro, a small adjacent island. It would be administered by the Hyatt International Hotel

chain.

Balboa

Although Vasco Nvmez de Balboa, the

first Spaniard to set foot on the small dot of land, called it St. Peter's Island, the Indian name of the ruling cacique

prevailed and nearly 450 years after its founding, the island still maintains the

simplicity and flavor of bygone days.

Tvpical of the Spanish colonial set- tlements in the New World, the little town of Taboga sprang up around the church. Its narrow streets, now paved,

6 Spring 1972
are barely wide enough for the passage

of the few vehicles on the island. The absence of traffic noises and ex- haust fumes to pollute the clean sea breezes and the magnificent view of velvet sea and ships from far-off lands waiting to enter the Canal have made

Taboga a favorite weekend retreat for Panama and Canal Zone residents and

a year-round tourist attraction. Quiet rural lanes fully skirted by a

profusion of bougainvillea and fiibiscus blooms in red, white, and pink, accentuated by the fragrance of roses and

sweet jasmine, give Taboga the atmos- phere of an eternal garden and the name

"Island of Flowers."

Spanish Conquest

During the Spanish conquest, Taboga's inhabitants were virtually elimi- nated. When a decree by Charles V put

an end to slavery, only about 700 slaves remained in Panama and its environs;

the majority of these had been brought

from Venezuela and Nicaragua. Among

them were a handful of native slaves who became the settlers of Taboga.

A new village was founded in 1524

by Padre Hernando de Luque, dean of the Panama cathedral. He built a comfortable house on the island and re- mained there most of the time. It was

Padre Luque who provided funds and

blessed Francisco Pizarro and Diego de

No traffic noises disturb the

quiet of Panama's historic

''Island of Flowers''

El Morro played an important role in world shipping a Uttle over 100 years ago when the

Pacific Steamship Navigation Co. established its Panama headquarters there. Many forty- niners en route to California spent their "waiting" days in Taboga boarding houses.

The Panama Canal Review
Taking advantage of

low tide, visitors walk

over to the

island of El Morro,

where the U.S. Navy

had a "mosquito hoat"

training base during

World War 11.

An ancient anchor frames a scene of narrow flower-bordered lanes curving past small white

houses and Taboga's historic church, where the little town sprang up during the Colonial era.

Almagro before they set off from Ta- boga on their conquest of the flourishing Inca Empire.

In addition to his church duties, he

raised fruits and vegetables on the fertile soil of Taboga, devoting much of

his time to his pineapple plantations.

Padre Luque's pineapples could well be

the progenitors of the pineapple patches

that pepper the island today.

Taboganos still recall the venerable

priest by referring to a crystaline pool

in the folds of Picacho del Vigia, the highest point on the island, as the "Bishop's Pool."

Santa Rosa de Lima

They remember, too, that Santa Rosa de Lima, the first saint of this hemisphere, was conceived in Taboga. According to Don Manuel Pefiuela, for many years a municipal official in Taboga, the parents of the young girl who

was later to be canonized, had lived in a charming house on the beach, now

owned by Sefiora Abigail Pacheco de

Diez. Taboga's wholesome, healthy atmos- phere has been recognized since colonial days when Panama City residents flocked to the island during epidemics

or for a respite from the city heat. On

several occasions, Taboga has been unofficially the summer capital of Panama,

especially during the terms of President

Belisario Porras. The Panama Tourist Bureau operates

a modem hotel on the island, which is the headquarters of numerous water

8 Spbing 1972
sports activities held during the year. Pleasure boats from Panama and vachts from all parts of the world may be seen anchored in front of the hotel throughout

the year. Hotel Chu, a two-story wooden struc- ture built on the beach after the turn of the centurv, offers adequate but not Ulx- urious comfort and spectacular vistas of Panama Bay.

Facing Hotel Taboga and linked to the island at low tide hv a sandbar, is El Morro, a small rock>' islet, where

at the end of the 17th centur\' the Spaniards established a fort to defend

Taboga.

Three Cannons

During the wars of Independence in Latin America, it was the three cannons

on EI Morro, manned by 10 Spanish

soldiers, that fought off the attacks of John Illingworth, in 1819. During a second attack, however, the invaders

took Taboga, the inhabitants fleeing to the hills. Three of the invaders were

killed and buried by the villagers, who

marked their graves with wooden

crosses. With the passing of the years,

cast iron crosses embedded in a mortar

base, replaced the wooden markers. To

this day, Taboganos in the vicinit)' of "Las Tres Cruces" never fail to light a candle in memory of the three who

dared to disturb the peace of their little island. A little over 100 years ago. El Morro

played an important role in world shipping. The Pacific Steamship Navigation

Co., an English company with ships plving between England and the Pacific ports of South America, e.vtended its route to include Panama. Aware of the abundance of supplies and potable water and general healthy conditions on

the islet, the company purchased El Morro. They built workshops, a ship

repair facility, supply stores and a coal- ing station and brought over hundreds

of Irishmen to work in the supply base,

ft was at about this time, too, that the

49'ers discovered the healthy aspects of Taboga. many of them spending their "waiting" days in boarding houses there. A trace of Anglo-Saxon names can still be seen on sparkling white tombstones

in the cemeter)'.

The Golden Age

Taboga was the seat of government

for all the islands in the Gulf of Panama,

including the Perlas Islands. Islanders prospered and it was the Golden Age of Taboga. Prosperity continued until several years later when the Pacific Steam

transferred its shops to Callao, Peru. Taboga Island had an important role

in the constinjction of the Canal. In 1883, during the French effort to construct a Panama Canal, they built a 25-bed sanatorium on Taboga for ailing

and convalescing employees of the company. A few years later, in the grim

battle with disease, the French built a 50-bed, $400,000 sanatorium on the

island. This building was taken over by the United States in 1905 as a rest and

recuperation center for Canal construction workers. It served this purpose

until January 1915, when it became a vacation resort for employees and

their families and was known as Hotel

.\spinwall.

The .\spinwall was converted into an

internment camp for German prisoners

during W'orld War I. After the war it was once again a hotel and recreation center and was the hub of Taboga's social life until 1945. The Aspinwall is gone but many an Isthmian still recalls

this hotel on the beach at Taboga and

the part it played in social activities of that bygone era. Mosquito Boats During \\'orld War II, the U.S. Naw

had a "mosquito boat" training base on

El Morro. The heroic record of these boats in the Pacific theater of war

proved the efficiency of the officers and

sailors on El Morro.

Today, a modern aid to aerial navigation, at the top of Picacho del Vigia,

guides all aircraft to the Isthmus. Numerous legends and romantic

myths ha\-e been woven into the ti'adi- tions and folklore of the island. Among

these is the celebration of a water festi\al on July 16 in honor of the Virgin

of El Carmen, the patron saint of Taboga. A number of boats, usually led by

the most lu.vairious yacht of the Panama

Yacht and Fishing Club carrying a statue of the Virgin, sail in a procession

around the island. The procession in- cludes pleasure boats of all t\^es and

sizes and pangas, the flat-bottom canoes used by the fishermen, all beautifully

decorated for the occasion with the occupants singing praises to their patron

saint. According to Taboga lore, many

years ago, a pirate ship attempted to attack the island and as the invaders

neared the beach, an enormous army

headed by a beautiful woman appeared,

ready to meet the onset. The pirates were terrorized by the vision and fled back to their boat. One who did make

it to the beach was even more mortified when he learned that there was no such

army, much less a beautiful woman

leading it. To this day, Taboganos are convinced that it was the Virgin of El Carmen who saved them.

A popular swimming

hole is the "Bishop's

Pool," named for Father

Luque, the founder of

Taboga.

Taboganos often light

candles before the three

crosses which mark the

graves of invaders wlio

attacked the island in

the early 19th century.

The Panama Canal Review 9
v/nai> ]n a namci

By Willie K. Friar

THEROOSEVELT CANAL, HANna Locks I, II, and III, the Sea

ot Hamia and Hanna Dam. Ever hear

of these places?

They might well have been the names

of the Panama Canal, Miraflores, Gatun,

and Pedro Miguel Locks, and Gatun

Lake and Dam, except for the consistent

spirited resistance of Gov. George W.

Davis, Gov. M. L. Walker, and others who followed after them.

From the time die first shovelful of

dirt was turned, the Canal administration maintained a resolute policy of preserving historic geographical names

despite repeated efforts to change them

to honor various individuals. As early as June 28, 1904, John Bigelow, of New York, in a letter carefully written in Spencerian script, suggested

to President Theodore Roosevelt, that

all of the locks of the Canal be named

for "the late Senator Hanna, a statesman and friend of the Isthmian Canal." He

also suggested that Gatun Lake be

called the Hanna Sea, and the port city of Cristobal be known "simply as Hanna." The letter was forwarded to Gov. George W. Davis, who, though at that time much more concerned with the building than with the naming of locks

and towns, made it quite clear that he was not in favor of changing well-known

local names. Expressing his opinion in a

letter to the President, he added, "After

the greatest engineering work of the world is accomplished there will be time

enough, it seems to me, to decide upon

the names of the ports at its principal entrances; the course that was followed

in respect to the Suez Canal." But this was only the beginning of

efforts to rename the locks and Canal

Zone towns that continued until recent

years. In April 192S, a joint resolution was

introduced in the House of Representatives that Gatun Locks be named to honor Maj. Gen. George W. Goethals,

chief engineer of the Panama Canal

from 1907 to 1912 and former Governor

of the Canal Zone; that Pedro Miguel

be named for John F. Stevens, chief en- gineer from 1905 to 1907; and MiraHores be changed to Sibert to honor

Brig. Gen. William L. Sibert, division engineer of the Atlantic Division, 1907

to 1914.

Little Jewel

The resolution also called for the naming of the dam which was known

as "Alhajuela" for Congressman Martin

B. Madden, chairman of the Appropriations Committee, which obtained the funds for building it. Local sentiment was against all of the proposals and the names of the

locks remained the same, but the name

of the dam was changed to Madden

even though a local newspaper con- ducted a campaign for retaining the

historic name, "Alhajuela" which means

little jewel.

In resisting the changes. Gov. M. L

Walker pointed out "It is proposed to name Gatun Locks, which were built by Sibert, after General Goethals, and

Miraflores Locks, which were built by

Mr. S. B. Williamson, after General

Sibert. General H. F. Hodges, who was

largely responsible for the design of all the Locks is neglected."

Governor Walker recommended in- stead of the suggested change of names

that a Panama Canal Memorial Hall be

built in the Canal Zone containing

tablets which would give the full his- tory of American achievement on the Isthmus and set forth the part plaved

by every individual prominently con- nected with the work.

It was proposed in 1928 that the name of the Canal be changed to honor

President Theodore Roosevelt. Governor Walker expressed his disapproval

of this also and said, "The Panama

Canal has been so called since the French Company first started work.

The Canal is so known throughout the world. To change its name now will prove very confusing and for many

vears, even if the change of name is made, the world will continue to refer

to it as the Panama Canal."

Culebra Cut

He mentioned as proof that names

are not easily changed that in 1915,

President Wilson signed an Executive

Order changing the name of Culebra

Cut, the excavation through the Continental Divide, to Gaillard Cut to honor

Lt. Col. David Gaillard, who was in charge of the work there from 1907 to 1913. He pointed out that the name,

Culebra, which means snake, has persisted. It is still used today by many

residents of the Canal Zone and Panama.

The Spanish names of the locks are geographic ones, already in common

usage for these sites before the locks were built, and looking into how the

areas happened to get their names leads one far back into Isthmian history. In the case of Gatun, on the Atlantic side

of the Isthmus evidence indicates that

it took its name from the river which

appears on Spanish maps as early as 1750. On the Isthmus, as in other places, it appears that names were first applied

to rivers and streams, often with a descriptive adjective to characterize a particular body of water. This seems true with the Gatun River

which some believe was named for "el gato," the cat, because of its smooth

running feline quality. (Records show

that beginning about 1882 the river was called the Gatuncillo.) There are

10 Spring 1972
still some local people, however, who

insist that the name came from "gatunero," seller of smuggled meat, since the area around Gatun was once knowii

as a place where stolen cattle were

brought for sale to travelers. Of the three locks, the name of Pedro

Miguel, pronounced "Peter Magill" by

most Americans living in the Canal

Zone, arouses the most curiosity and

provokes numerous arguments and dis- cussions.

Pedro Miguel's Cabin

One oldtimer reports that he remembers well the story he heard while still

a boy that Pedro Miguel was the name

of a railroad section foreman. There was no town there in the old days and

the stop on the Panama Railroad was known simply as "Pedro Miguel's

Cabin." Others insist that the name was

originally San Pedro Miguel—St. Peter Michael—the name the Spanish gave the

river which is near the town. An 1867 history of the Panama Rail- road refers to the river as "a narrow

tidewater tributarv of the Rio Grande"

which the railroad crossed on an iron bridge. Others say that the area was named bv the French to honor a saint and then translated into Spanish. But further research indicates that the name goes back still farther in his- torv. Early accounts of the conquistadores in Panama mention a soldier named Pedro Miguel, a contemporary

of De Soto, and a 1729 Spanish map

shows a hill named Cerro Pedro Miguel

as well as the river, Rio Miguel.

Miraflores, which means "look at flowers" was not chosen because flowers were growing where the Pacific side locks are located. It was actually a desolate swampland.

The name dates far back in Isthmian

histor\' but a check of old records gives no clue as to how, why, or when the name was first applied to this area. It is a common Spanish surname and chances

are that Miraflores was named for an

individual during Spanish colonial days.

There are several South American countries with tov\Tis of this name.

Canal Builders

Many other place names date far back in the history of the Isthmus and

retaining them in the face of campaigns

by congressmen and others bent on honoring builders of the Canal has not been an easy task. Most Canal Zone towns are stiU called by their original names. There was an

attempt by a congressman to change the

historic name of Gamboa to Goethals.

r^^./Vf"^'*'^^^

Lynn Nis\vander, student assistant with the Canal organization, points out a river named

Miguel on a 1729 map in a book of Spanish maps at the Canal Zone Library. Early Spanish

maps of Panama show that many local geographic names can be traced far back in the

history of the Isthmus. A hill named Cerro Pedro Miguel also appears on this map.

The Panama Canal Review 11
Gamboa, the home of the Canal's Dredging Division, which first came to prominence when the French Company

began excavation, is the Spanish name

of a fruit tree of the quince family. It is also a well-known surname still found

today in Panama and Spain. Since the

tree is not native to Panama, it seems

likely that the name goes back to some

of the early Spanish explorers.

Ancon, an old Pacific side settlement,

is considered by many to be the most

sonorous of Canal Zone names. The

name, which goes back hundreds of years in Isthmian history, means anchor

age. In 1545, Pizarro, seeking to control the Isthmus of Panama and its rich

ports, sent two expeditions from Peru. The first pillaged the old city of Pan- ama before it was recalled. The second was divided into forces, one of which,

under Rodrigo de Carbajal, landed at "Ancon, a small cove 2 leagues from Panama." Later, Ancon was particularly

known for the French hospital located

there. Margarita, on the Atlantic side of

the Isthmus, got its name from the little island which is now Fort Randolph, but

where the island originally got its name

is lost in history. Next to Colon, on a coral reef, the French dumpyed spoil from their canal and on this artificial plateau they built warehouses, shops, round houses, office buildings, and quarters. They named

this section Christophe Colomb, or Christopher Columbus. It was an easy

step from the French "Christophe" to the Spanish "Cristobal." The Pacific terminus of the Canal was

not called Balboa until 1909. The name

was suggested by the Peruvian Minister

to Panama, who advanced the idea that the southern terminal of the Panama

Canal should honor the discoverer of the Pacific Ocean, just as the northern

terminal honored the discoverer of the new world. Up to that time, the two

Pacific side settlements at the southern

end of the Canal were known as Old

La Boca and New La Boca, which means the mouth.

Some of the new Canal Zone towns

got their names by popular vote. Among

these are Curundu, Rainbow City, and

Los Rios. The area now known as Curundu was

once called Skunk Hollow. But some

residents decided that it should be

changed and suggested Jimgle Glen as a more fitting name. Others were for keeping the name of Skunk Hollow.

Skunk Glen

An editorial in The Star & Herald of March 18, 1943, was in favor of retain- ing the name stating: "Friends of tradi- tion and Skunk Hollow need to arouse themselves if they want to save the name. They deserve encouragement.

This world tends to become a dreary

and orthodox place. Whatever piquancy

and humor is inherent in the name of Skimk Hollow should be preserved for the coming generations. They, to whom the old place has the associations of home and friends, cling to the old name. They might agree that a rose by

any other name would smell as sweet

but not Skunk Hollow."

A letter to the Panama American

urged compromise. The writer said: "We do not suggest that the warring

factions compromise by agreeing to such a name as Jungle Hollow, although

something might be said for such a name. But we see no reason why every- one could not at once agree to the adoption of the name Skunk Glen. This

would retain the saltiness of the original name and would preserve the memories

of the oldtimers. At the same time it would constitute a decided concession

to the aesthetes. Let's make it Skimk

Glen and return to the business of winning the war." The problem was solved by ballot and a headline announced the result, "Skunk Glenners Vote Overwhelmingly

for Name Curundu." Curundu was the name of the little river nearby. It is a

historic name, which has been spelled

a \'ariety of ways, but the exact meaning

is not known.

By Popular Ballot The new town of Los Rios was named

by popular ballot in 1954 with Sibert and Alhajuela being considered also as

12 Spring 1972
possible choices. The streets had ab-eady

been named for local rivers and it was

decided that it would he fitting to call the town, "the rivers." Rainbow City was named following

a contest, sponsored by the Panama

Canal Review. The name was sug- gested because of the pastel or rainbow

colors of the houses. Even the sewage

disposal plant is a cheerful pale green.

Paraiso, near Pedro Miguel Locks,

which means paradise, was a stop on

the "dry season trail" between the Atlantic and Pacific and early Canal Zone

legend has it that Sir Henry Morgan

first saw Old Panama from a hilltop near Paraiso. It was also a headquarters

for one of the working sections of the French Canal Company.

During the 1850's when surveyors and engineers were laying out the rail- road line, they found a pass which led

into what F. N. Otis, a few years later, described as "the beautiful undulating

valley of Paraiso, or Paradise, sur- rounded by high conical hills where

Nature in weird profusion seems to have

expended her choicest wealth."

Middle of 16th Century

The Pacific side community of Diablo

Heights can be traced as far back as the middle of the 16th century. According to Isthmian histories, the narrow

Isthmus of Panama was terrorized by

bands of Cimarrones, runaway Negro

slaves, who preyed upon the treasur.

trains on the Camino Real. They be- came such a threat to life and property

that the Spanish viceroy sent expeditions to clean them out. They managed

to evade their attackers and in 1552 were granted recognition by the Governor of the Province.

At that time, they had three main

villages, one of which was called Diablo

or Devil. It was located near the present

site of Diablo Heights. In 1940, the Canal Zone director of jx)Sts objected

to the decision to name the f)ost office, which was located there until March 31,

1961, Diablo Heights pointing out there was already considerable confusion over Balboa and Quarry Heights which were

often written as "Q Heights" and "B Heights." He suggested Cerro Diablo which would retain the name but

put it all in Spanish, but the Governor

decided to keep the name and Diablo

Heights it remains.

Mapmaker's Mistake

Names sometimes are the result of mistakes or misunderstandings. A good

example of this in the United States

is Nome, Alaska, which received its name because a mapmaker misunderstood the note his supervisor had placed on the map. Not knowing the name of the place, he had written the question,

"Name?" and the mapmaker misread it and wrote in Nome.

Darien, which once was the name of the entire Isthmus, but now identifies a pro\ince of the Republic of Panama, was an Indian word misunderstood by

Balboa. When Balboa arrived at the

coast of the Isthmus he came upon a

river whose name the Spaniards phonetically translated as "Tarona." The tend- ency to change the letter "T" to "D"

changed the name to Dariena and

Darven. Due to the consistent substitution of the letter "i" for the letter "y"

in words which have the latter in their center, it finally became Darien. The in- correct name was immortalized in the famous although historically inaccurate

stanza of Keats "Endymion" . . . "Cortez

with eagle eyes . . . silent on a peak in Darien."

There are still sporadic attempts to change the names of the locks, townsites, and streets of the Canal Zone but

chances seem good that the long-time

policy of the Canal Zone to maintain

historical place names will continue.

Spirited Arguments

And it is likely that there viill still be

spirited arguments concerning such

place names as Red Tank, Empire, Tabernilla (litrie tavern), Ahorca Lagarto

(hang an alligator), and Matachin.

Matachin had already become such

a subject of discussion that Governor

Davis took time out from the business of running the Canal Zone to discuss it in the Canal Record of December 25, 1907. He wrote: "It may seem almost heartless to shatter and destroy the beliefs of the oldest as well as the youngest Isthmian inhabitants respecting the history

of the name of Matachin, which is known to all Panamanians as that of a

station on the line of the Panama

Railroad." Although many local people insisted that it meant "Kill a Chinaman," the Governor went on to debunk the story,

still told today, that the name denoted

the site of a camp for Chinese railroad workers who committed suicide by

drowning, hanging and throwing themselves in front of passing locomotives. Then referring to a map published in 1684 "more than 200 years before the Chinese tired of life on the Isthmus (if they ever did)," he pointed out that a place of that name was known to the Buccaneers. It may have been the stop- ping place where the butcher, whose

occupation it designates, supplied the weary travelers with fresh meat.

It has been said of Panama that there

are few other places on earth where so much of the history of the civilized world has been enacted with so little

trace of it remaining. But clues are

there, for the observant, in the names of places along the Canal and throughout the Isthmus where historical names

abound.

The Panama Canal Review 13
Up for a breath of fresh air—or to enjoy

the spectacular view, painter

Alberto Caballero takes a short break from his chore of painting

the inside of this steel beam on the Thatcher Ferry Bridge.

Tied in a boatswain's chair, a painter works on one of the upright steel beams

high above the Pacific entrance

of the Canal.

By Vic Canel

OUR PHOTOGRAPHER GOT HIGH

recently. High on the Thatcher

Ferry Bridge to get some dramatic pic- tures of painting crews as thev tackled

the annual dr\' season project.

More than 300 feet above the Canal's

Pacific entrance, he walked the 12-inch- wide beams without a hint of acrophobia, as painters worked on the second

half of the cantilever arch to complete

the last phase of the .5-year painting

cycle.

The bridge is painted in sections: First the underside from the east embankment to the center span; then the underside from the west embankment to the

center span; then the trolley under the

bridge; and finally the cantilever arch is painted in two installments. Each section is given two coats of aluminum paint and it takes about 1,050

gallons-enough to paint about 1,400 average size bedrooms-should anyone

be interested in an aluminum bedroom.

In addition, about 750 gallons of red

lead are used each vear to prevent

rusting.

Preparations for the drv season paint

job begin in December, when 20 men

are hired on a temporar\' basis to pre- pare the rigging and scaffolding. Then,

in January, another 30 men aire hired to do the chipping, scraping and actual

painting, which usually is completed

about the end of April. Annual cost of the bridge maintenance is close to a quarter of a million dollars.

Strict safety rules are enforced and

each workday starts with a safety meeting. "You only make one mistake up

there," says Robert E. Budreau, general

foreman, buildings, who has b^n re- sponsible for the job from the start of the present 5-year cycle.

Despite 25- to 35-mile-an-hour winds, no worker has ever fallen from the

bridge, Budreau says—not even a photographer.

4

^^

*****

14 Spbing 1972
Painters Make Striking Pictures

Traffic across Thatcher Ferry Bridge moves along in two lanes

nearly 200 feet below as workmen Alvin J. Staples,

in white T-shirt, and Jos6 G. Gonzilez

proceed with dry season painting.

These two men are responsible for

keeping the bridge shipshape.

They are veteran Canal employees

Robert E. Budreau, left, general foreman, buildings, and

Dallas Thornton,

lead foreman, painter.

The dramatic photos on these pages are the work of Arthur L. Pollack, who was snapped by

a coworker as he walked the beams high atop the Thatcher Ferry

Bridge in search of unusual camera angles.

Silhouetted against a clear dry season sky, workers apply aluminum paint

to a "forty five"—the big 45-degree

steel beams in the bridge superstructure.

The Panama Canal Review 15
Passing Parade of Ship^

GRACEFUL SAILING SHIPS NO

longer transit the Panama Canal

with the frequency they did in 1914. The little plodding tankers and cargo

ships that took on coal at Cristobal, and

made their way stolidly across the Pacific, have been replaced by 825-foot

tankers and container ships that travel

at more than 25 knots. Ship traffic through the Panama

Canal has reflected the progress of the world from the horse and buggy age, when ships sailed with the wind, to the atomic age, when a nuclear power plant

may be the source of energy.

Sailing vessels, palatial yachts, sturdy

tugs, whaling fleets, offshore oil drilling

rigs and ships on scientific expeditions

all have been a part of the great stream

of traffic which has moved through the Panama Canal or visited the terminal

ports during the 57 years that the Canal

has been opened to world traffic. During

that time there have been more than

458,000 transits.

The war "to make the world safe for democracy" was just beginning in 1914

when the SS Ancon made her initial transit through the newly opened

waterway at Panama. The huge cranes Ajax and Hercules, manufactured in Ger- many, barely made their way across the Atlantic before GeiTnany and Britain closed the sea to shipping. Transports

filled with British troops from down

under came north as the war began

and returned as the war ended.

The Pacific Fleet returned through

the Canal at the end of hostilities and

an expedition led by Reai- Adm. Richard

E. Byrd came south on its way to dis- cover the frozen Antarctic. The U.S. Navy frigate Canstitntion, launched in 1797 and famed in history as "Old

Ironsides," arrived at Cristobal in 1932

on a public inspection trip to the West

Coast. Old Ironsides was towed through

the Canal in 9 hours and 23 minutes

and spent time in drj'dock in Balboa in

preparation for the trip to California. As the traffic through the Canal grew

during the years before and after World

War II, improvements in the Canal

facilities resulted in channel lighting,

widening in the Gaillard Cut area, and new towing locomotives.

Almost as important as the first full transit of the Canal in 1914 was the

first nighttime transit of the 665-foot bulk carrier Allen D. Christensen early

in 1966. This was the largest commercial \essel ever to make the complete

transit after dark. The longest ship to transit the Canal was the old German American Line

cruise ship Bremen that passed through

the Canal southbound in Februarv

1939. Her overall length of 936.8 feet has never been surpassed. The widest

ship was the U.S. Missouri which transited in September 1952. Her measure- ments were 888 feet in length with

beam of 108 feet. rom. «€. CSsLTcrt

' /If

i

The passage of 33 vessels of the Pacific Fleet, 30 of them in only

2 days, July 24 and 25, 1919, constituted the largest operation in the Canal up to that date. The ships, many recently from the war zone, were handled in groups with a Canal pilot in charge of three destroyers. Before transit, they took on large orders of coal and fuel oil.

The USN "Hayes," one of the first catamarans operated by the U.S. Navy Sealift Command under the sponsorship of the Naval Research

Laboratory, passes through en route from California in September

1971. Constructed specifically to conduct acoustic research for anti- submarine warfare application, it has space for bulky equipment.

16 Spmng 1972
»oo sit!

lects Progress of World

oxxxlc XSxi^x-sy

One of the most complicated and

costly transits was made by a fleet of inactive floating U.S. Navy drj'docks

moving from the Pacific to the Atlantic. Since they were too wide to fit the locks thev were turned on their sides at the former Mechanical Division in Balboa

and towed through the Canal by Pan- ama Canal tugs. Even on their sides, the drydocks got a clearance in the

locks chambers of only 6 feet 9 inches.

All of the five drydocks had to be re- turned to a horizontal position in Cris- tobal and prepared for sea.

In recent years, the Panama Canal

has made efforts to accommodate almost

any type of vessel that can be fitted into or over the locks. Plans were made last November to take care of a proposed

catamaran drilling rig so large that it would fit in two lock lanes simultaneously and straddle the control houses as

it was locked through. The Canal

authorities were game and gave the

green light to a U.S. west coast ship

building corporation that had made

plans to build the gargantuan vessel. The builders, however, have postponed

plans for the time being.

Already beginning service are a fleet of container ships, some up to 950 feet

in length that will travel between

Europe and the Far East at a service speed of 26 knots. The first, the Kamakiira Mam of the NYK Line, went

through in January.

Not all ships that pass through the Panama Canal these days are outsized. Recently a \\'hole fleet of mini-freighters, newest of the growing number of small highly automated cargo ships, started passing through the waterway

from Corinto, Nicaragua to New Orleans b\- way of Turbo, Colombia and

Pensacola, Fla. They measme in at 21.5 feet in length and have a cargo capacit)' of 3,000 tons in containers or bulk cargo.

Quite a contrast to the record cargo of 60,391 long tons on board the Arctic

transiting March 1970. Then there was the smallest boat

ever to transit. Appropriately named

Ancon II, a shipshape 3-foot-long model

cruiser went northbound May 23, 1970. The radio-controlled craft was guided

by a chase boat manned by Air Force

Maj. Kenneth Thomas, her ownerbuilder, and veteran Panama Canal

Pilot Capt. William T. Lyons. The pas- sage through the Canal was guided at

all times by the Marine Traffic controllers in Balboa. The Canal's smallest customer took more than 12 hours to

transit and paid 72 cents in tolls. Of the world fleet of ships, which

numbers over 19,000 vessels of 1,000

gross tons and over, more than 800 are too wide to fit into the locks and over 500 more oversize ships are under

construction or on order. E. R.

Officially opening the Panama Canal, August 15, 1914, the old SS "Ancon" nears midway point in her 50-miIe journey. The ship had

been used as a cement carrier during construction days and after the Canal was opened was converted into a transport for Canal

employees. It ran between Cristobal and New York via Haiti.

United Slates Lines' Lancer class "American Astronaut," one of 16 mammoth high-speed container ships in the company's fastest tri- continent services returns from the Far East to the Port of New

York. The trim giant transports her full share of the line's inventory of over 20,000 freight containers filled with general cargo.

The Panama Canal Review 17
The Canal Takes All Types

A strange craft named "Sea Egg" by its owner-skipper John C. Riding, went through

the Canal in September 1967 on its way

around the world. The "Sea Egg" has an

overall length of only 11.9 feet and a 5.3- foot beam.

Round-shaped or egg-shaped

As long as they are shipshape

The amphibious jeep "Tortuga" is dwarfed by the tanker "Cristobal" as it is locked through Pedro Miguel in May 1955. The "Tortuga," owned by Frank and Helen Schreider

of Alaska, was en route to the southern tip of South America via highway and sea. The jeep was given the same service as a full fledged commercial ship up to and including a pilot. Capt. Robert Rennie sits on top of the small seagoing vehicle for lack of a bridge.

Assisted by a Panama Canal tug, a large Coast Guard navigational buoy known as a LNB,

moves through Miraflores Locks. It represents a new generation of highway markers for marine traffic. The hull supports a .38-foot tower which has a 7,500 candlepower light.

One of the most complicated transits was made by a fleet of floating U.S. Navy drjdoeks

moving from the Pacific to the Atlantic. Too wide to 6t in the locks, they were

turned on their sides and towed through the Canal. When they reached Cristobal, they were righted and again made ready to put out to sea and continue their journey.

Dwarfed by merchant ship "Neder Elbe," the 36-inch SS ".\ncon II" chugs north through

Miraflores Locks. The radio controlled 3-foot model cruiser is the smallest vessel to transit.

18 Spring 1972
Three pieces of floating equipment—one drilling rig and two deep sea tWIling ships with rigs towering from 204 to 208 feet above the waterline arrived here in February 1970. They

were the "Glomar Challenger," one of the newest and largest of the vessels conducting ocean bottom research; the "Big John," an oil drilling rig being towed to Borneo from Texas; and

the giant deep water drilling vessel "Navigator," which was en route from Texas to Australia.

Under tow of a seagoing tug, the derrick barge "Choctaw" squeezes through Miraflores Locks with onlv 2 feet to spare. It made its first transit .\ugust 9, 1969, on its way to a drilling project near Australia.

One of the most unusual ships to transit the Canal was the American flag cable ship "Long

Lines," the largest cable laying and repair ship in the world. It is the first commercially

owned and operated cable laying ship sailing under the flag of the United States.

Chugging along through Gaillard Cut is the

side paddlewheel steam tug "Eppleton

Hall," one of the last survivors of her type.

A Russian cruise liner "Shota Rustaveli" ties up at Balboa with British cruise passengers aboard. The vessel was one of five Soviet ships that transited the Canal one weekend early

in March of this year. She has made several trips through the waterway in recent months.

The Spanish training ship "Juan Sebastian Elcano" with more than 100 cadets aboard, moves north through Miraflores Locks.

The Panama Canal Review 19
The U.S. Navy frigate "Constitution," launched in 1797 and famed in the history of the United States as "Old Ironsides," arrived at Cristobal the evening of December 22, 1932, from Washington, D.C., via Guantanamo. After a 4-day stay at Cristobal, the vessel transited on December 27.

Lashed to the U.S. "Bittern," the German

Submarine U-88 moves through Pedro Miguel Locks. One of five surrendered sub- marines taken to the United States for exhibition, it arrived at Cristobal August 6, 1919, en route to San Diego for display.

The New Zealand transport "Willocra" dis- played this strange zebra-like camouflage

when it went through Gaillard Cut in 1919

with a load of New Zealand troops. This

type of protective painting seems strange today as methods of camouflage have changed radically since World War I.

Submarines C-1 to C-5 comprising the First Division of the U.S. Navy submarine flotilla which had been stationed at Cristobal since December 12, 1913, were placed in drydock

in the east chamber of the upper level of Gatun Locks Monday, March 9, 19H.

Four catchers of the Norwegian whaling

fleet that transited in 1951, lock down

together in Pedro Miguel. The 14 catchers and their 22,000-ton mother ship, "Thorshovi," transited October 17. They carried 565 men. The mother ship with a crew

of 285 and each catcher a crew of 20.

U.S. Naval personnel and a number of their dependents perch on the deck of the U.S. Navy's newest Polaris Missile submarine

"Daniel Boone" as it passes through Miraflores Locks. The nuclear powered sub was

the first of its type to use the Panama Canal.

The NS "Savannah," the world's first nuclear powered merchant ship, arrived at Cristobal September 16, 1962, for a history-making transit of the Canal en route to the Seattle World's

Fair. Her nuclear reactor has the capacity to take her around the world 14 times without

'•^fueling. She was built by the United States to demonstrate peaceful use of atomic energy.

The "La Valley," the first steam vessel to pass from ocean to ocean through the Canal

leaves Miraflores lower chamber January 7, 191 4. before the Canal was officially opened.

20 Spring 1972
V V?

The Belgian flag ship "Temse," the largest commercial vessel to transit since the passenger

liner "Bremen," which still holds the record, moves on her way from Rotterdam to Chile in December 1971. She measures 875 feet in length and has a beam of 104 feet. Traveling in

ballast, she paid only $22,333.68 in tolls. She was en route to Peru to pick up bulk ore.

The North German Lloyd trans-Atlantic

liner "Bremen," the largest commercial

vessel to transit, moves through Pe- dro Miguel Locks. Tolls were $15,243.

Two Italian passenger liners pass in Gatun Lake. The Lloyd Triestino Line "Galileo Galilei," in the foreground, is a 27,906-ton ship

that makes regular transits through the Canal carrying about 1,500

passengers on round-the-world voyages. The Italian Line "Leo- nardo da Vinci," in the background, has made only one transit.

Breaking the Canal cargo record for the second time, the super

carrier "Arctic" moves south through Miraflores Locks with a cargo

of 60,391 long tons of coal. The "Arctic" measures 848.8 feet in

length and 105.85 in beam and used the maximum draft allowance

of 39 feet 6 inches on this trip. She was carrying coal to Japan.

Looking like a ship without a superstructure, the "St. John Carrier," one of the world's largest newsprint barges, lies at dock at Balboa.

The British flag ship "Diklara," a new type container ship, made her

first trip through the Canal last November on her maiden voyage.

The Panama Canai. Review 21
Shipping

Notes

Cruise Ship "Hamburg"

THE NEWEST WEST GERMAN

passenger liner TS Hamburg has made five trips through the Panama

Canal this \ear and will make one more

at the end of June before her present

cruise season is completed. She is the fourth German flag vessel to carry the name Hamburg since the turn of the

century.

The 24-million dollar luxury liner, the flagship of the German Atlantic

Line, was launched at the Howaldtswerke-Deutsche Werft AG shipyard in Hamburg in 1968. Known for the amount of space set aside for both public and private rooms,

she has 319 spacious cabins including

20 deluxe apartments for a full complement of cruise passengers totaling some 600. The sleek vessel has a cruising speed

of 23 knots. Her unusual fuimel supports a 32-foot diameter circular plate

designed to lift fumes and smoke up

and away from the sun and sports decks.

The "Other Woman"

^Vhen the winter winds blow up

north and the trade winds blow in the

tropics, yachts and other small boats converge by the dozens on the Panama

Canal. There have been an unusual

number of pleasure craft through the Canal this year, some of them in the

million dollar class and others strictly on a shoestring. Some are being used

just to transport their owners from here

to there, and it is a good way to go if one happens to like the open sea in a

small boat. One of these was the Other Woman,

a fitting name for a sailing craft being

used by her owner for a 2-year trip

around the world without wife and

family. Canadian Douglas Reed, with

a crew of four, arrived at the Canal in February- from the Bahamas aboard

the 39-foot auxiliary sailing yacht. The

craft made the transit and continued on

her 28,000-mile journey bv way of the Galapagos and the South Seas. It is the

CANAL COMMERCIAL TRAFFIC BY NATIONALITY OF

VESSELS

First Half Fiscal Year

1972 1971 1961-65

No. of Nationality transits Belgian 86

British 708

Chilean 63

Chinese, Nat'l 78 Colombian 121

Cjpriot 47 Danish 199 French 94 German, West 458 Greek 382

Italian 135

Japanese 791

Liberian 827

Netherlands 239

Nicaraguan 57 Norwegian 594 Panamanian 454

Peruvian 87

Philippine 44

South Korean 42

Soviet 65 Swedish 193

United States 519

Yugoslavian 43

All others 311

Tom

of cargo 241,539

5,653,964

499,369

723,690

262,830

328,429

1,012,236

418,361

2,003,169

4,120,243

922,839

5,284,992

10,930,306

1,423,289

106,793

7,201,090

1,981,516

588,082

3.32,415 231,575

422,459

1,327,234

3,649,546

.352,896 1,534,717

No. of

transits 52 768

8275

107 108 233

124 520

274

112 710

751 240

52 589

423

87

523450

234 680

44 390

Ton)

of cargo 148,539

7,210,259

770,444

696,617

280,146

746,285

1,058,567

518,233

2,453,782

3,751,158

717,665

6,745,230

12,614,997

1,365,557

92,391

7,990,290

1,912,895

578,220

451,,528 248,259

320,642

1,625,259

4,267,046

619,868

2,525,306

Avg. No.

transits 22 632

64

41 129

15466 558 316

97

433

458 294

28

695

22158

33

4

6

181 877

7 257

Avg. tons

of cargo 77,724

4,124,.334 451,191

.301,600 209,189

725,383

364,357

1,687,827

3,077,249

561,167

2,542,668

4,416,239

1,346,865

41,772

5,078,587

959,816

296,697

135,090

24,027

48,219

1,026,269

5,259,746

53,543

608,595

Total 6,637 51,553,579 6,791 59,709,183 5,631 33,418,154

TRAFFIC MOVEMENT OVER MAIN TRADE ROUTES

First Half Fiscal Year

Trade routes—(Large commercial vessels, 300 net tons or over) 1972 United States Intercoastal 145

East coast of United States and South America 452

East coast of United States and Central America 311

East coast of United States and Far East 1,433

United States/Canada east coast and Australasia 187 Europe and west coast of United States/Canada 399

Europe and South America 529 Europe and Australasia £34

All other routes 2 847

Avg. No.

transits 1971 1961-65 156 566 330

1,706 217

484 594

249

2,489

231

1,208 241

1,133 171 459

592

176

1,420

Total trafiic 6,637 6,791 5,631

MONTHLY COMMERCIAL TRAFFIC AND TOLLS

Vessels of 300 net tons or over—(Fiscal years)

Transits iTolU fin thousands of dollars)

Month

First Half 1972 1971 July i_i94 1174

August 1J97 1J76

September 1491 i_io8 October i,068 1,167

November 954 1,064

December i_023 1,102

January j ,19

February 1144

March

April

May

June

1,295

1,214

1,237

1,220

Avg. No.

transits 1961-65 960

949 908

946

922 946

903 868

1,014

966

999

954

First Half 1972 8,016

8,513

8,418

7,242

6,645

7,267

Totals for fiscal year

1 Before deduction of any operating expenses.

1971 8,118

8,221

7,979

8,095

7,362

7,690

8,157

7,815

8,929

8,349

8,422

8,243

Average

tolls 1961-65 4,929

4,920

4,697

4,838

4,748

4,955

4,635

4,506

5,325

5,067

5,232

5,013

14,020 11,3.35 97,380 58,865

22 Spring 1972
PRINCIPAL COMMODITIES SHIPPED THROUGH THE CANAL

(All cargo figures in long tons)

Pacific to Atlantic

First Half Fiscal Year

S-Yr. Atjg. Commodity 1972 1971 1961-65 Manufachires of iron and Steel 4,348,321 3,122,147 466,312

Lumber and products 2,459,417 2,249,879 1,785,375

Sugar __ 2,049,777 2,056,415 1,235,175 Ores various 1,904,119 3,227,970 519,996 Petroleum and products 1,731,721 1,030,230 1,024,347

Fishmeal _ - 883,880 680,844 N.A.

Metals, various 661,657 794,595 566,481

Food in refrigeration (excluding bananas) 582,861 587,121 394,842

Pulpwood 538,071 590,363 249,504 Bananas 524,546 505,408 565,876

Sulfur 405,538 206,373 35,897

Autos, trucks, accessories and parts 374,115 244,603 8,147 Molasses 347,556 246,515 80,782

Canned food products 321,705 330,968 517,232

Salt 317.247 164,864 1,645

All other 4,979,364 5,349,853 7,381,658

Total 22,429,895 21,388,148 14,883,269

Atlantic to Pacific

First Half Fiscal Year

S-Yr. Avg. Commodity 1972 1971 1961-65 Petroleum and products 6,756,597 6,222,106 5,484,146 Coal and coke 6,145,377 11,618,552 2.925,019

Soybeans 1,950,607 2,140,465 735,645

Phosphate 1,936,286 1,997,012 1,046,645 Ores various 1,515,296 1,275,943 147,988 Com' 1,382,153 2,269,647 636,706

Wheat 960,417 626,096 335,771 Suear 709,746 1,359.027 516,556

Metal, scrap 675,010 1,771,295 1,527,264 Manufactures of iron and steel 600,334 965,651 737,644

Sorghum 455,315 1,352,348 N.A.

Chemicals, miscellaneous 422,509 466,818 318,745

Paper and products 381,768 435,-345 225,987

Autos, trucks, accessories, and parts .303,992 314,744 160,582

Caustic soda 303,082 176,850 N.A.

All other 4,625,195 5,329,1.36 3,736,187

Total 29,123,684 38,.321,035 18,534,885

CANAL TRANSITS - COMMERCIAL AND U.S. GOVERNMENT

First Half Fiscal Year

1972 1971

Avg. No.

transits 1961-65

Atlantic Pacific to to

Pacific Atlantic Total Total Total Commercial vessels: Oceangoing 3,316 3,321 6,637 6,791 5,631 Small! 190 137 327 247 286

Total Commercial 3,506 3,458 6,964 7,038 5,917

U.S. Government vessels: * Oceangoing 106 100 206 311 124 Small! 34 53 87 67 82

Total commercial and

U.S. Government 3,646 3,611 7,2.57 7,416 6,123

1 Vessels under 300 net tons or 500 displacement tons. 2 Vessels on which tolls are credited. Prior to July 1, 1951, Government-operated ships transited

tree.

PANAMA CANAL TRAFFIC

STATISTICS FOR 6 MONTHS OF

FISCAL YEAR 1972 TRANSITS (Oceangoing Vessels) 1972 1971 Commercial 6,637 6,791

U.S. Government 206 311

Free 31 60

Total 6,874 7.162 TOLLS*

Commercial ___S46, 133,275 $47,483,685

U.S. Government 1,343,557 1,886,257

Total___S47.476,832 $49,369,942

CARGO" " (Oceangoing) Commercial 51,553,579 59,709,183

U.S. Government 821,399 1.345,737

Free 41,532 90,215

Total. __ 52,416,510 61,145,135

° Includes tolls on all vessels, oceangoing and smalt. °° Cargo figures are in long tons.

first attempt by a Canadian registered

yacht with a Canadian captain to circle the globe.

Soviet Vessels

Russian flagships are not new to the Panama Canal but there was a surge

of them early in March when three

freighters, one scientific trawler, and a

cruise ship with more than 600 pas- sengers passed through the waterway.

The passenger vessel Shota Rustaveli,

owned by the Black Sea Steamship Co. and chartered by the Charter Travel Club of London, arrived in Balboa

March 11 with a crew of 354 and 665

passengers who had boarded the ship

in Australia. The vessel tied up in Bal- boa in the morning and the passengers went sightseeing. The ship transited northbound in the afternoon en route

to Southampton via Curacao.

Also transiting northbound the same

day vvas the Vtjsokogorsk, a cargo ship

traveling from Manchurian ports to Cuba.

Three of the vessels went through

the Canal almost at the same time

March 11. In fact they met in Miraflores Locks. They were the freighter

Novovohjnsk traveling from New Zealand to Dunkirk with wool and general

cargo; the Akademik Knipovich, a Soviet government-owned scientific

fishing trawler en route from Valparaiso, Chile, to Las Palmas, Canary

Islands; and the Parkhomenko, south- bound from New York to Guayaquil.

C. Fernie & Co. represents all the

vessels except the Parkhomenko which was handled on this transit by Pacific Ford.

The Panama Canal Review 23
Culinary

Capers

By Eunice Richard

AS THE U.S. ARMY TROPICAL

Survival School in the Canal Zone

has learned, there is very little growing

or living in the jungles of Panama that cannot be used as food. Some of the animals, vegetables, and

fruits may even be used to make gour- met dishes, Mrs. Gladys R. Graham, an

enterprising young American housewife

discovered some 25 years ago when she came to the Isthmus and spent several years living in the Interior of Panama.

She learned to prepare a number of succulent dishes with native foods and

before she left the Isthmus, wrote and

published a cookbook, "Tropical Cooking," which, sadly, is no longer in cir- culation. The Canal Zone Library has

only one copy left and it is dog-eared, worn, and stained from years of use bv

carious cooks. But it is to be published

again soon by the Isthmian Anthropological Society and will be on sale

later this vear. Meanwhile, Culinary Capers offers a few of Mrs. Graham's more unusual

recipes. Perhaps some Isthmian housewife will look for the ingredients in the

local Panama market or have her hus- band go hunting in the jungle if only to give her family a change from frozen

foods. As Mrs. Graham says, one day someone will bring home a freshly killed armadillo and swear that he has heard

it is edible. It is!

ARMADILLO

In Brazil the armadillo is often cleaned, seasoned, and baked in his own

shell with a generous portion of minced

parsley added to the rest of the seasoning. In the southwest of the United

States the meat, at its best during the winter months, is treated much the same as raccoon and opossum. It can be successfully fried like chicken or

roasted. In any event BE SURE to remove the kernels (glands) from under

the forelegs and in the fleshy part of the hindlegs and back. There are seven of them. Do it as soon as possible.

ROAST ARMADILLO

1 armadillo 2 tablespoons salt

/2 teaspoon black pepper

1 onion 3 carrots

1 cup broth or bcniillon Clean armadillo and remove fat. Parboil 1 hour in water with other ingredients, except the broth. Place in a roast- ing pan, add the broth and roast un- covered 2 hours at 375 degrees. Serves

eight.

CONEJO

If there are no hunters in the family, most people can get this excellent meat

in the Panama market if one talks to a butcher and places an order. Conejo means rabbit in English. But the Pan- amanian conejo is more of a rodent,

with longer hairless tail, head like a rat and small ears. He is a member of the kangaroo family and grows up to -30 or 40 pounds. The tender white meat is somewhat dry and should be larded or roasted in the skin to pweserve the

juices. Clean the conejo and stuff with

apple or sausage and apple dressing. Roast at 350 degrees until tender. Baste with orange juice or wine.

CONEJO PINTADO

Mrs. Graham says that the conejo pin- tado is not the same animal as conejo for

it refers to the South American Paca. The meat is white and sweet. Roast him

whole, stuck with cloves and basted with orange juice and your family and guests

will want to desert the meat markets

and take to the woods for provender.

BREADFRUIT

This delicious fruit or vegetable is plentiful in Panama but few people seem to use it. Mrs. Graham says it is more popular in song and stor\- than it

is on tables in Central America, but that may be the loss of those who do not Tropical

Treats

24 Spring 1972
eat it. If potato is not available, breadfruit is a delightful substitute. Some

oldtimers prefer it to potatoes. It has a

tangv', tantalizing piney fragrance.

She sa\s there are several \va> s to prepare breadfmit. Some insist it should

be boiled when it is mature but still green. They prefer it either hot, mashed

like potatoes, or boiled, sliced, dipped

in beaten egg, and fried. Others insist it should be allowed to ripen until it is a

rich brown and just turning soft. Then

they bake it whole, exactly like potato,

and remove the seed before bringing it steaming hot to the table. There its sweet balsam flavor calls only for a little

salt and pepper and lots of butter. Cooked this way, the breadfruit should

be put into an oven at 375 to 400

degrees for 45 minutes to an hour. The

next day it can be diced and used in stews or soups.

CHAYOTE

One of the most versatile of the Isth- mian fniits and vegetables is the chayote also knowm as chocho. Mrs. Graham

says it is the answer to a cook's prayer.

If one wants a root to serve instead of potatoes, boil it. If one needs a green

salad, peel the fruit and shred it with

other green stuff. If you want a substi- tute for spinach, strip the leaves from

the vine. The entire chayote plant can be used in one way or another. The fruit, something like summei

squash in flavor, is slightlv pear-shaped

and a delicate green, with slight grooves

along the sides. Some are spiny, and

some, when past the youngest stages of

tenderness, have a bit of a center seed and a few root sprouts showing at the bottom. Thev run from the size of a

fist to half again as large and all parts

are edible except the sldn.

FRIED CHAYOTE

Peel three chaxotes and cut in V2-inch

slices crosswise. Dip in beaten egg, then

in cracker crumbs and fry to a golden

brown in hot fat. Drain on paper, then

sprinkle salt and pepper and keep in the oven until time to serve. Serve as soon

as possible. It is superior to eggplant. Mrs. Graham said that it is excellent

stuff^ed also and gave this recipe.

Wash and simmer three large chayotes till tender (about 40 minutes).

Cut in half, scoop out the pulp and mash

it with salt, pepper, grated cheese and

a small amount of grated onion. Top

with more grated cheese or buttered

toasted crumbs. Pop into the oven for 10 or 15 minutes and serve.

Breadfruit has been a popular food in the Western Hemisphere ever since 1793 when breadfruit trees were brought from Tahiti to the West Indies by Captain Bligh of "Mutiny on the Bounty" fame. The breadfruit is one of the many trees introduced to the Isthmus from the West Indies. A large specimen of the tree is located on Gorgas Road in the Canal Zone.

These delicate green chavotes are among the many tropical vegetables and fruits found at

Chinese gardens in the Canal Zone. All parts of the chayote are edible except the skin.

The Panama Canal Review 25
HOW TO OPEN A COCONUT

Those who are new to the tropics will

find there are two kinds of coconuts in the markets. In addition to the ripe coco- nut well known in the north, there is the green coconut, which in Panama is called a "pipa." Mrs. Graham recom- mends whacking off the top with a machete and drinking the clear water inside with a straw. One can pour it into a pitcher and serve it as a beverage. It is the purest beverage available and

always cool. If the pipa is green, one can scoop out some of the soft rich meat

just developing inside the shell. As the meat hardens, the water takes on more

of a coconut flavor and by the time the

thick husk is golden brown on the

outside, the water has become milk. Mrs. Graham had no problem re- moving the meat from a ripe coconut. She said to punch the eyes in with an

ice pick or similar tool, drain off^ the

liquid and then tap briskly around and

around the shell with a hammer. It will

split appro.ximately in half. Another way

is to put the whole coconut in a hot oven for 10 minutes, tap with the ham- mer and the meat will all come out in one or two pieces, ready to use. Be

careful not to lose the liquid.

COCONUT CREAM

Grate all the meat from one whole

coconut into a pan or bowl and pour

about a quart of hot water over the pulp.

When the liquid has cooled just a little, stir it and mash against the sides of the bowl with a spoon or your hands. The

pulp may be squeezed out by hand or

the whole thing strained through a

cloth. After it has been cooled and possibly chilled overnight in the refrigerator, the top cream can be whipped and

used instead of whipped cream.

CfflCKEN IN COCONUT

Mrs. Graham says this is a Philippine

dish and it sounds wonderful for a

tropical treat, glamorous and tastv.

1 young chicken

salt, pepper

1 large or several small coconuts

Biscuit dough

Parboil the chicken about 25 minutes,

then disjoint it. With a sharp heavy knife

or small saw, cut off the top of the coco- nut neatly. Pour the milk into a bowl

and with a fork score and partially shred

the meat that clings to the shell. Salt and pepper the chicken heavily, rubbing

the seasonings into the flesh; pack the

pieces tightly into the coconut shell. Add the shreds of meat and milk. Replace the top and seal it with biscuit

26 Spring 1972
dough. Bake in a moderate oven 1 hour. Instead of one large coconut, several small ones can be used to serve each

guest individually.

PEJIBAYE OR PIVA

This is another good thing that grows

on a palm tree in the tropics. In the

local markets or along the side of the road to the Interior are found huge

clusters of red and yellow fruits in bunches like grapes, each fruit about an

inch and a half through. They are the

fruit of a palm tree growing fairly commonlv throughout Central America.

Mrs. Graham recommends that they be

boiled for 30 minutes in sea water or

salted water. They are as good as sweet

potatoes or chestnuts and are well adapted to meat and poultry stuffings

and as snacks with cold drinks.

PAPAYA

Mrs. Graham says that most people

have to develop a taste for papaya, a most healthful fruit, which also is used

as a meat tenderizer. She says that many

people prefer the red or pink papaya

to the \ellow. There are some more

stronglv flavored with pepsin than

others. If you get the fruit while it is

still half-green, "score" it lengthwise in a half dozen places using the tines of a

fork. The strong tasting milk will ooze

right out and leave the bled fruit much

milder. But remember that the milk is

.1 stomach aid and if there is a dyspeptic

in the house, give it to him with all the healing pepsin in his portion.

If there is an unusually tough piece

of meat to stew or pot roast, dice a couple of 2-inch pieces of green or nearly ripe papaya or a portion of a

large leaf right in with the meat and

seasonings. It won't flavor anything but

it will take the toughness and determination right out of the meat fibers. Or

wrap the meat in a couple of washed

green papaya leaves and leave it in the

refrigerator for a few hours.

BAKED PAPAYA

Papaya is great just as it is served

cold like a melon but it also is good as

a vegetable. Mrs. Graham says to cut mature but green papaya into individual

portions. Take out the seeds but don't peel it. Dot with butter, sprinkle with

sugar and cinnamon, bake in a casserole

or pan with Jz inch of water in the bottom for 3.5 minutes in a moderate

oven. Some people substitute lemon

juice and salt for sugar and spice. Others

insist that a sprinkle of grated cheese

adds zest and sparkle.

Chayote, pineapple, yucca, coconut, and many other familiar and not so familiar vegetables and fruits are available for the creative cook to adapt to her favorite recipe.

The Panama Canal Review 27
More Than Nine Million Gallons of Suds

Stream From Panama Breweries Each Year

A

KEEN TASTE FOR FOAMY

beer has made brewing one of Panama's largest industries. Two official statistics suffice to pro- vide an indication of the size of the beer

industry and its role in the national economy:

In 1970, beer sales in the Republic,

which has a population of 1.4 million

inhabitants, amounted to 36,099,190

liters (approximately 9.5 million gallons). That same year, the industry paid

$2,913,500 into the National Treasury

in production ta.\es alone. Ten years

ago, the figure was 20,270,358 liters (just over 5 million gallons). Four breweries, two of which are

subsidiaries, account for Panama's beer

production. The oldest and largest is Cerveceria Nacional, S.A. (National

Brewery, Inc.), whose subsidiary, Cerveceria Chiricana, S.A., operates in David, Chiriqui Province. The other parent brewery is Cerveceria del Baru,

S.A. (Baru Brewery, Inc.), which was

established in David and subsec(uently

set up a subsidiary in Panama City,

Cerveceria Panama, S.A., that operates

the company's main plant.

It may come as a surprise to many

people that the brewing industry in

By Luis C. Noli

Panama will mark its 63d anniversary

this year. Thirty-five Panamanian and American investors joined in launching the

country's first brewery—the Panama

Brewing and Refrigerating Company—

on October 15, 1909. The first Panamamade beer, named for Balboa, the dis- coverer of the Pacific Ocean, was put on the market on September 1, 1910. Some of the country's most prominent names—Duque, Preeiado, de Obarrio,

Espinosa—were associated with that first brewery. An American, Theodore McGinnis, was appointed general manager

—and he proved the company's best public relations man. He became so

identified with the new beer, that he came to be known as the Duke of Bal- boa. There is a stor\' that he and his wife went on a European tour in the

early 1930's and everywhere were re- ceived with special deference—he was

signing the hotel registers as the Duke

and Duchess of Balboa. The Balboa Brewery, as the pioneer

company became popularly known, was

alone in the field until 1926, when the

Atlantic Brewing and Refrigerating

Company was founded in Colon bv an- other group of Panamanian and Amer28 Spring 1972
ican investors. The new conipanv, too, got its popular name from its product

brand—Atlas beer. It soon shifted operations to Panama City.

The man in the forefront was Henri

Dejan, a former employee of United

Fniit Co. With him were such prominent Panamanian bvisinessmen as Carlos Ele1:a and Pedro J. Ameglio as well

as some well-known Americans, Ernest

C. Fearon, Bert L. Atwater and Theodore A. Aanstoos. A third brewery—the German Pacific Brewery—appeared on the scene

in 1927. Its beer was named Milwaukee.

Again, popular usage of the name was

such that the company eventualh' changed its corporate designation to Milwaukee Brewen'. Oscar Teran was

the first chairman of the board. Among

the compan\'s founders were members

of the Herbrugei- family.

The three breweries competed fiercely. So fierceK-, in fact, that bv 1938

it became evident to the directors of

the three companies that there was only one way out—a merger. Negotiations were completed and on March 7, 1939,

the Cerveceria Naciional, S.A., came

into being. The merger brought to- gether the country's most powerful

businessmen, making the new com- pany one of the most solid firms in the Republic.

One prominent Panamanian name—

Duque—has been associated through

three generations with the country's

brewing industry since its start. Jose Gabriel Duque was among the founders

of the first brewery, the Panama Brewing and Refrigerating Company and, in

fact, was its first president; his eldest

son, T. Gabriel Duque, served as Pres- ident of the Cerveceria Nacional from

1943 until his death in 1965; another

son, Alejandro A. Duque, St., is the incumbent Vice President of the Board

of Directors; and a grandson, Alejandro

A. Duque, Jr., is the incumbent Assist- ant General Manager.

In 1957, Cerveceria Nacional completed construction of a new plant at what is now the intersection of Via

Bolivar (the downtown portion of the Transisthmian Highway) and the re- cently opened Via Ricardo J. Alfaro. With a production capacity of 30 million liters a year, Cerveceria Nacional

manufactures Balboa, Atlas and Tap

beers; it also manufactures Canada Dry

beverages, soft drinks and Malta Vigor,

a malt extract. The present officers of Cerveceria Nacional are Dr. Roberto Aleman, President; Alejandro A. Duque, Sr., Vice

President; Rodolfo F. Herbruger, TreasAbove: The National Brewery's plant on the Transisthmian Highway. On opposite page: Panama Brewery in San Cristobal Industrial Park.

urer; Alfredo Aleman, Jr., Secretary; Alberto Arias E., Assistant Treasurer; and Samuel Lewis Galindo, General

Manager. Other members of the board

are Raiil Arias, Antonio Zubieta, Juan

B. Arias, Roberto Heurtematte and

Enrique Jimenez, Jr. Cerveceria del Barii, S.A., manufacturers of Panama and Cristal beers, was

founded in David in 1958 and began

operations in that city in July 1959. A year ago, the bulk of its operations was transferred to its handsome new

plant at San Cristobal Industrial Park,

off the Transisthmian Highway, and its subsidiary, Cerveceria Panama, S.A., was organized. The production capacity

of the new plant is 10 million liters a

year. Besides beer, Cerveceria del Bani,

S.A., manufactures Polaris beverages.

The company's board of officers in- cludes Harry Strunz, Jr., President;

Eduardo Gonzalez, First Vice President; Raul G. Paredes, Second Vice President;

J. J. Vallarino, Jr., Treasurer; Aristides Abadia, Secretary; and Bolivar Vallari- no and Carlos Eleta, Directors.

J. J. V^Ularino, Jr., is also the General

Manager.

Man's taste for beer dates back to

earliest history. There is recorded evi- dence that in Mesopotamia 6,000 years

ago, beer was made with a speciallybaked bread which was mashed with a barley malt and allowed to ferment. Beer also was drunk in ancient Eg\pt, Greece and Rome. Cuneiform writings on a clay tablet found in ancient Nineveh indicate that beer was among

the provisions on Noah's Ark. Today, the popularity of beer is en- hanced by improved brewing processes. Consumption figures are evidence that Panama's product is no exception.

Chemists test every step of the brewing process. Some 350 tests are carried out before

the beer reaches the consumer.

The Panama Canal Revie'w 29
Panama Beer Industry

In Sixty-third Year

Mailing barley, the basic ingredient of beer,

is imported from Europe, Canada and the United States. A special type of rice grown

in Panama is used as a cereal adjunct.

In the brewhouse, the ground malt and rice are first cooked separately in huge kettles. The

malt mash is known as wort, which after mixing with the cooked rire, is boiled with hops.

After the boiling process, the hopped wort goes through a strainer to separate the hops

from the wort which is transferred immediately to coolers. The next step is fermentation.

Yeast is to beer what oxygen is to man—

a

vital element. Its digestive enzymes convert the malt sugars into alcohol and

carbon dioxide gas.

The wort ferments in huge tanks for at least a week. The brew is then transferred to storage

or aging tanks and after about 8 weeks to finishing tanks, ready for bottling and barreling.

All of the equipment, tanks and kettles are subject to the most rigorous sanitary standards. Well trained employees carefull)- monitor each phase of the brewing process.

'mM^

A fully automatic bottling set-up fills and caps hundreds of bottles per minute. Every step of the process is inspected.

A young couple samples the local product at the Pub, a popular

gathering spot for the Canal Zone's college students.

30 Spring 1972
50 Years Ago

TERRIBLY SHAKEN UP AS A

result of the beastly condition of

the cow trail, footpath, towpath or whatever name could be used to describe the only means of communication

between Panama City and the Interior,

members of the Panama Rotary Club

returned from their trip to La Chorrera

satisfied with the experience and more

than ever resolved to keep hammering

away on the fact that a central road

should and must be constructed from

Panama City out to the Interior." This was the report in the English language

Star & Herald in April" 1922 after a group of Panama Rotarians attended

the annual fair in the town of La Chorrera. The report said that the members

of the club started at 9:35 a.m. in a truck furnished bv Harrv Nichols and

made the 29-mile trip to Chorrera after

2^2 hours of body racking jolts. The Panama Metal Trades Council

joined the fight against the plan for Canal employees to pay rent for their housing. But it was a losing battle after the U.S. Circuit Court of Appeals in New Orleans denied the petition sent by H. A. McConaughey, president of the Council, for an injunction restraining the U.S. Government from collecting

rents. The cornerstone for St. Luke's Cathedral in Ancon was laid April 23, 1922,

in a cercmonv led by the Masonic organizations in the Canal Zone and attended

by President Porras, the Governor of the Canal Zone, U.S. Ambassador South

and many other prominent residents.

25 Years Ago

HOUSING WAS THE CONCERN OF

the 12 members of the House Merchant

Marine and Fisheries Committee who

spent several days in the Canal Zone in May 1947 looking into Zone affairs "as

a prelude to enactment of legislation for Canal improvement and expansion."

Upon their return to Washington, they

announced that housing improvement

was needed but that in order to do so

rents must be increased. With the Panama Line ships loaded

with Canal employees who had not had

a real vacation since the beginning of World War II, the AFGE started a move to charter planes to fly employees

to the LInited States. In the spring of 1947 some 1,300 persons were waiting

passage on the Panama Line ships.

The Board of Consultants for the Isthmian Canal Studies, composed of eminent engineers in several different

fields, met for a week at Diablo Heights

early in 1947 to discuss work progress. Reports were heard from a party of 19

engineers who had spent 17 da)-s in the Darien jungle making surveys along the proposed Caledonia route.

10 Years Ago

A 70-FOOT STEEL BEAM, THE

connecting link joining the two sections

of Thatcher Ferry Bridge, was bolted

into place temporarily May 16, 1962

as work on the bridge across the Canal

CAMAl

neared completion. The placing of the connecting steel beam was accompanied

bv the cheers of Canal and bridge work- men and the tooting of Panama Canal

tugs. The bridge was opened formally

in October of that year.

In February 1962 the first six new- Japanese built towing locomotives were

delivered to Gatun Locks for tests. More

than twice as powerful as the old loco- motives, they also are faster, an important factor in increasing the number of

lockages. The first three were shipped

to the Canal aboard the Pioneer Myth

and unloaded directly onto the east wall

retiuTi tracks at Gatun Locks. The

second three arrived 2 weeks later and

were set up on the center wall at Gatun. While the engineers and Japanese in- spectors prepared the new locomotives

for their task of towing ships through

the locks, a training program was started

for all cmploN'ees operating and maintaining the new mules. One Year Ago

THE TIVOLI GUEST HOUSE, ONE

of the landmarks of the Isthmus, quietly closed its doors last year after more

than a half century of service. Its guests

departed, the furnihn-e was put up for

sale, and Gov. David S. Parker pulled

the newly installed security doors to- gether at 5 p.m., April 15, officially closing the famous old hotel. The only event scheduled after the closing was a

HISTORY

party for the staff, some of whom had

worked 30 to 40 years at the Tivoli. There was a change in personnel in the Canal Zone's top level job last year. Gov. and Mrs. W. P. Leber bid farewell

to the Canal Zone and the new Governor, Maj. Gen. David S. Parker, and

Mrs. Parker arrived. This is Governor

Parker's third tour of duty in the Canal

Zone. He has seived as Military Assist- ant to the Governor and Lieutenant Governor.

Last year marked the end of service

as a passenger vessel for the venerable SS Cristobal which was converted to a 12-passcnger freighter. Arrangements were made u'ith BranifF International

for charter flights to provide transportation for Panama Canal employees

during the summer months.

The Panama Canal Review 31
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