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Special:

Z)ke San <Ela3 3naian3

Vol. 15, No. 4 FEBRUARY 1965
Robert J. Fleming, Jr., Governor-President

David S. Parker, Lieutenant Governor ^^

Fh.\nk a. Baldwin

Panama Ganal Information Officer

Official Panama Canal Publication Published quarterly at Balboa Heights, C.Z. Printed at the Prhttinp, Plant. La Boca, C.Z. Review articles may be reprinted in full or part without

further clearance. Credit to the Review will be appreciated. Distributed free of charge to all Panama Canal Employees.

Robert D. Kehh, Press Officer

Publications Editors Richard D. Peacock and Julio E. Briceno

Editorial Assistants Eunice Richard, Tobi Bittel, and

Tomas a. Gupas

c4hout Our Cover

AMONG THE Indian tribes of Panama, none has more

interest for readers than the San Bias. These Indians

comprise one of the few tribes to survive conquest, dis- ease, and intertribal wars. They are hardy and adaptable

people with one eye on the

future and the other fondly fixed upon some very

old traditions. How they have managed to retain both, while

keeping a balanced view of

things may be due to their hardy nature. Or, perhaps

it is because they have a sense of humor, a great re- source for any people.

Much has been written

about the San Bias. When

one begins to gather material, one source confounds

another and bewilderment

sets in. The only way to clear it all up is to go to San

Bias Islands, spend some time, and ask a milhon questions. The Indians have survived a lot of legends and

such, and are happy to tell their story to anyone who

will sit awhile and listen.

And what a story it is! The San Bias has been a nomad,

and when he settled he became expert at both fishing

and fanning. Perhaps the civilized world has a lot to teach the San Bias Indians. At least there are several

efforts in that direction by dedicated people. They have

done a fine job and the Indians readily appreciate it. But learning is a two-way street; the San Bias have something that we might ponder: While missing the benefits

of modem society, they have also been denied its wars, psychological conflicts, greed, pettiness, and general bickering. And, not least of all, they are happy. That's an

achievement that seems ever more elusive these days.

For a story on how the San Bias work and live, turn to page 8. And if you want a firsthand look, it's only an hour

away by plane.

Home of the San Bias.

Index

Book Wins Praise 3

The Unchanging Scene 3

The Pennell Story 4

Panama's Buildings 7

The San Bias Indians 8

A Story of Coincidence 11

Shipping Charts 12

Trends in Shipping 12

Locks Overhaul 14

Port of Marseilles 16

Alliance for Progress 18

Anniversaries 20

50-Year Recognition 20

New Scheduling Board 20

Canal History 21

The BARC Story 22

Shipping 24

February 1965
50th Anniversary

Book Wins Praise

IT DIDN'T MAKE the best-seller list. But the book published by the Panama Canal Infor- mation Office on the occasion of the 50th anniversary of

the waterway was a sellout in the Canal Zone. The initial 8,000-copy, English-language edition disappeared

from Service Center and Retail Store shelves just a few

weeks after the publication date, August 15. A 6,000-copy reprint of the book was ordered and many

were snapped up by Canal Zone Christmas shoppers for friends and relatives back home. The remaining copies

are also enjoying a brisk sale. Some 2,000 complimentary copies of the original

edition went out to libraries in the United States and

Latin America, to top government officials and diplo- mats. The book, identical in content in the Spanish and

English editions, traces the history of the Panama Canal

since its inception. It has been praised in hundreds of

letters as a significant historical work, as well as an

informative and entertaining volume.

A specially engraved copy of the volume was sent

to President Lyndon B. Johnson and several copies to Mrs. Jacqueline Kennedy for the John F. Kennedy

Memorial Library.

Favorable comments on the book have come from

such personalities as Mrs. Kennedy, Secretary of State Dean Rusk, U.N. Ambassador Adlai E. Stevenson and

several U.S. Senators and Representatives.

High praise came from Congresswoman Lenore K.

Sullivan, who said in part, "As I turned the pages and

read here and there, I was impressed beyond words

with this masterpiece of photography and historical achievement."

Six former Governors of the Canal Zone who visited the Isthmus on the 50th anniversary in August were

presented complimentary copies of the book. Mrs. Julian

Schley, whose husband was Canal Zone Governor

from 1932 to 1936, said in part, "extremely well done.

Congratulations to you."

A former Lieutenant Governor of the Canal Zone, Brig.

Gen. W. P. Leber, wrote: "An extremely well prepared

publication, a great credit to the Canal organization."

"It is a splendid publication—one of which you may

well be proud," wrote Dr. Thomas R. Goethals, son of

Canal Builder George VV. Goethals, who also served as the first Governor of the Canal Zone, from 1914 to 1917. Bouquets also came from many prominent Panamanians—government oflBcials, professional people, and busi- nessmen. The magistrate of the Panamanian Supreme

Court, M. A. Diaz,. ordered copies of the Spanish version

for each of the justices of the court, and for the Supreme

(See p. 21)

ZJ/ie Mold

Of JSaiure:

Chang,ea out

Unbrohen

The landscape may be altered, but the outline of these hills has an eternal quality. The

scene above was photographed on Ancon Hill from the identical viewpoint that the bottom

photo was recorded in 1904. Albrook Field stands in place

of the former swamp and

buildings and roads have re- placed much of the wooded

area. The horizon identifies the area as the same in each pic- ture Though these photos are 60 years apart, certain identical

features, including an early

roadway, can be seen.

The Panama Canal Review
^oAeph Pennell:

Z)ke World Wad

j41a StudilO

"DON'T LOOK LIKE MUCH!" a Panama Canal steam shovel operator remarked in 1912 when he first saw Joseph Pennell,

noted American artist whose lithograph prints of Canal construction scenes are an important part of the Canal Zone

Librarv-Museum collection. Pennell probably did not look like much at that. He arrived

at the construction site dressed in old tvveeds with a portfolio

and a campstool under his arm, his waistcoat pockets full of

pencils, and his e\es half shut in the artist's way which suggests

sleepiness to the uninitiated. He had no big umbrella, no big

easel, and none of the paraphernalia by which the artist outdoors proclaims his profession.

According to a biography written of the artist by his wife, "the man at the steam shovel changed his opinion before the morning was over, deciding that Pennell could draw. Pennell,

in the end, presented him with a print; the two had learned

to respect each other as good workmen, each after his fashion." During the time he was in Panama—January to March 1912—

Pennell came to respect many other Canal construction men

as good workmen and dedicated men.

In his introduction to "The Panama

Canal Pictures," Pennell said: "The

interest of these Americans in my work

and in their work was something I had

never seen before. A man in huge boots,

overalls and a ragged shirt, an apology

for a hat, his sleeves up to his shoulders,

proved himself in a minute a graduate of a great school of engineering. He proved

as well his understanding of the import- ance of the work I v\as trying to do, and

his regret that most painters could not

see the splendid motives all about; and

the greatest compliment I ever received came from one of these men, who told me my drawings 'would work.'

Pennell, who was afraid that he had

arrived in Panama too late to get the

pictures he wanted, found instead that the construction was exactly at the right

stage. As his world-famous lithographs

show, "industry at the Canal was on a

colossal scale. The locks were yawning

gulfs; their towering walls and mighty

gates, their stupendous arches and buttresses not yet hidden as they would be

once the water was let in." Pennell later expressed himself as no

less impressed with the order that went

with the construction activity and the apparent pleasure of everyone-high or

Pennell saw the approaches to Gatun lock like this.

low—with the work they were doing.

"The workmen worked as if to work

was neither a hardship nor an imposition.

I never met anyone who wanted to leave; and I believe that the threat to send the men home broke the only strike on

the Canal." Although Pennell is best known locally

for the 30 lithographs drawn of Canal

construction, he was a famous artist and

an authority on etching and lithograph

and a picturesque personality, as well, long before he came to Panama.

A Quaker born in Philadelphia in 1857,

he had the Friends' habit of speaking

his mind, a good journalistic sense, and

a gift for salesmanship which brought

him success by the time he was 25. His first important work was to illus- trate a series of articles bv Ceorge W.

sKa.,

A panoramic drawing by Pennell shows the building of Miraflores lock.

February 1965
liiiiip

"The Procession" in the bullfight ring in Madrid, by Pennell. A Pennell drawing of the Bridge of Toledo in Madrid.

In Toledo, Spain, he drew this dark street.

Cable on New Orleans. The New Orle- ans etchings and drawings made such

a stir that he was asked to go to

Italy to illustrate articles by William

Dean Howells.

He married Elizabeth Robins in 1884

and they spent their honeymoon taking

a tandem bicycle trip through England.

Later they traveled by bicycle through

Europe—he sketching and Mrs. Pennell

writing. Fennel's etchings made an impression

in Europe and were first shown at the

E.xhibition of the Society of Painters- Etchers in 1885. He produced an amazing amount of work with most of

it being reproduced in American and

English magazines. He also illustrated a number of books. He was interested as much in the art of printing from plates as in making

them and believed both processes were

equally the business of the etcher. Later

his close association with James McNeill

Whistler made it natural that lithography

would attract him. He really became

enthusiastic over the process in 1895

and in 1909 founded the Senefelder Club in London to bring lithographers

together and hold exhibitions of their

prints.

He felt that the art was a medium

Pennell saw the castle of Ildefonso like this.

The Panama Canal Review
Pennell's famous "Gatun: Dinner Time."

The artist sketched this from the bottom of Gatun lock.

PENNELL: THE WORLD WAS HIS STUDIO

(Continued from p. 5)

At work on the floor of Pedro Miguel lock.

peculiarly well adapted to the portrayal

of factories and he described these

industrial prints as "The Wonder of Work" of which the Panama lithographs were part. The Panama drawings, it was

said, were never surpassed for richness

of color and virile strength.

During World War I, he made litho- graphs and drawings of British plants

engaged in war work later published

as "Joseph Pennell's Pictures of War

Work in England," and worked on

several projects in the United States. After the war, he taught etching at the Art Students' League in New York, wTote

several books, served as an art critic on

the Brooklyn Eagle, and helped run the

New Society of Sculptors, Painters &

Engravers. He died in 1926. Pennell is considered to have done more than any other one artist of his time to improve the quality of illustra- tion both in the United States and

abroad and to raise its status as an art. He produced more than 900 etched and

mezzotint plates, some 621 lithographs,

and innumerable drawings and water

colors. He was a member of numerous

societies both in the United States and

Europe, was awarded medals at many

expositions, and his work is represented

in museums and galleries in various parts

of the world.

February 1965
Panama's

Building:

Going Up!

HOUSING construction in Panama City has undergone a radical change in recent

years. The city's silhouette now is dominated by tall structures while in the past new buildings, although modernistic in trend, were seldom more than four or

five stories high. The recent trend toward

high rise buildings may be motivated by

the growing cost of real estate, which in certain urban areas is considerable. Thus, at the top of La Cresta is a building familiarly known in Panama as

El Faro, or the Lighthouse. In the El Cangrejo section there is the Panama

Hilton Hotel, the Maduro 8-story apartment building, and now a new 15-story San Antonio apartment building which

has one apartment on each floor. Near the new Continental Hotel in the exclusive Campo Alegre area is the plush 11-story Grobman apartment

building that has just been completed.

In this same area there are many elegant

apartment and office buildings, as well

as private residences. Along Balboa Boulevard, which borders the Pacific Ocean, new high rise buildings are mushrooming. Pefia Prieta, on the corner of Balboa Boulevard and

40th Street, is a 7-story office building. At 32d Street is the newly completed

1.3-story Stemple building. Here the first two floors are used for offices, with

apartments in the remainder of the

building, one apartment to a floor. Even the old section of Panama City

is being modernized. In Santa Ana Plaza, on the site of the historic Panazone, a contemporary combination store and

office building is a recent addition. At Central Avenue and "J" Street another elegant structure has been

completed.

Further down, at the former railroad yards fronting Avenue "B", at 17th St. a twin 12-story low cost multifamily

housing project is part of the program

of the Panama Housing Institute (IVU)

to solve the problem of housing low

income level residents. In the populous

suburbs of Marafion and Calidonia other

The Panama Canal Review 7

The highest building in Panama City is the 15-story San Antonio apartment building on

Eusebio A. Morales Street in El Cangrejo. Each apartment occupies an entire floor and

includes three bedrooms, living room-dining room, two baths, porch, two balconies, kitchen, maid's room with bath and all modem facilities. Two elevators serve the building.

Twin multifamib buildings for low income groups, 12-stories high, are under construction on Avenue "B." The street floor is to be a commercial area and the roof will have laundry

facilities. The other 10 floors will each have 8 apartments, or a total of 88 apartments per

building. Each apartment will have two bedrooms, combination living room and dining room,

kitchen, and bath. The cost of each building: $380,000. One of them is shown here.

multifamily structures are providing

housing for low income tenants. The Panama Housing Institute as of September 16, 1964 had built 5,074

housing units for people of low income.

Some of these homes were built through

the awarding of bids, and a large number

of homes were built through a mutual

assistance program. Financing was obtained, principally, from the exterior or with financial assistance from the Inter- national Development Bank (BID),

AID, or Point Four of the United States. Totally new residential areas such as

Villa Caceres, San Miguelito, and La

Loceria have been developed also. In the city proper is Huerta Sandoval,

where five 5-story buildings have been

constructed, part of a complex of seven, dominated by a 12-story stnjcture. Data obtained from the Panama

Safety Office shows that up to October

1964, buildings valued at $10,518,959 were constructed in Panama City,

compared to construction valued at $15,282,230 for the same period in the preceding year. (See p. 23)
, OUTH FROM Jamaica a warm

wind sweeps across the CaribVT^^ bean Sea and courses gently

[yi^X^ ) down the West Indies Archipelago. Five centuries ago, borne upon this wind, the ambitions of Spain, then Europe, began to influence a new land. The Old World had found

the new; Western civilization marshalled

its ideas and set out on a westward

march that has influenced the history of two continents. But the winds of change, which soon became a tempest that shaped the destiny of the Americas, brought almost no

breath of disturbance to one quiet and

lovely paradise—the San Bias Islands. Today, currents of change are beginning to envelop these islands, tracing an

arch of jade close by the eastern shore

of Panama in the Caribbean Sea. The

Indians of San Bias, cheerful and happy

people in a well developed, if partly

primitive, life, welcome the benefits of modern society.

A journey to San Bias from Panama is a pleasant hour by light plane. It is a walk into the past, the falling away of a thousand years in the time the plane

skirts the Gulf of Panama and then cuts north across the Isthmus and searches out a landing strip among the flecks of green scattered below.

From the air, the islands are a story- book description of paradise. An azure

reef to the windward side breaks the

roll of ocean waves. Between the reef and the shore lie the islands, sharp cuts

in a thousand shades of green, toy-like

landscapes in circles of sunlit sand, flanked by shallow coral waters where

tropical colors chase one another through

a succession of sunny days.

Every inlet and bay is a highway for the Cuna Indians. Small white sails

PARADISE AWAKENING:

THE SAN BLAS ISLANDS

are seen against the blue sea from

the air, but most cayucos—the dugout

canoe of the Indian—are paddled.

Ailigandi Island is a few hundred

yards from the mainland air strip. It is neither entirely primitive nor highly developed. Here are the crossroads of two wavs of life, where corn is ground by

hand between two small stones but

where wireless reaches the population

center of Panama in a few seconds. There is no hotel here, no motels,

automobiles, TV, movies, supermarkets,

roads, ice cream, neon signs, or office buildings. But there are no ulcers, no exhaust

smoke or bleating bonis, no TV murders,

auto accidents, rush hour madness, no

mental wards, and no one is a stranger. Modern conveniences and education

are beginning to come into these islands. But the Indian is being counseled on the more important values, so that he might

keep his great gift of happiness as he

finds more comforts in life. Ailigandi, then, while not a tourist island—there is no place to shelter outsiders except at the mission where this writer stayed—is a good island on which

to meet the Indian and see how he lived

in the past, to see what today and

tomorrrow hold for him.

There are things of value here. Labor

is respected. The Cuna regard a lazy man as a sick one. Steps are taken to cure his illness, for he regards it as natural to work.

There is the Cuna himself. He is

resourceful and will work hard. He has

a keen and innate political sense, for he

has practiced democracy for centuries. His tribal government parallels the pattern of a New England town meeting—

the pride of early democracy in North

America. He is honest, commits almost no crime, respects his fellow man

immensely, believes in discipline, and

he has not discovered that favorite past- time of much of the world—complaining.

It doesn't occur to him to lie. Here on Ailigandi there are more

smiles per hundred faces than any place
on earth. The children seldom cry, never

fight, and are obedient. A fifth grader

plays with a stick and is happy. Little

girls of 6 and 8 carry babies about and

paddle cayucos a mile and a half for water. They seem not to mind at all. Cunas are quick to learn and have an amazing memory. They are remarkable

people.

Until about three generations ago, most of the Cuna lived on the mainland.

Malaria, insect pests, and tropical dis- eases took a heavy toll. After one epidemic took many lives, the Indians

moved to the islands, where ocean

breezes keep the villages free of mosquitoes and sandflies. Including 7 mainland villages, there are 42 main settle- ments scattered through the 365 islands. About 20,000 Cunas and a handful of missionaries make up the population.

Only in the past few years have tourists come to the islands. Few islands are open to them, and there are overnight

accommodations only at Porvenir. Cuna economy is based on the coconut, harvested by the millions and sold

at prices that now average $5 a hundred. Money is used, but two coconuts

are accepted as readily as a dime in payment for goods.

Each day the men set out to fish, or

to tend crops on the mainland. Ailigandi

Cunas paddle up the Ailigandi River

about a mile, where they grow sugar

cane, white and red rice, com, oranges,

plantain, bananas, and cocoa nuts. These foods, together with red snapper, make up the Indian diet. Cuna families own land, but there

are no deeds and no mortgages. There

is a mutual agreement on who owns

property, and the boundaries are known

by those concerned

In the village of Ailigandi, the workday begins before dawn, when the women ply cayucos to the mainland,

then upriver for more than half a mile. Dozens of hollow gourds are filled with water and brought back, a 3-mile round

trip before breakfast. Cooking is in one

house; the family lives in another. A

house may have as many as 20 people,

because a Cuna man moves into the house of the woman he marries. The houses are large, perhaps 40 feet long and 30 feet wide. Closely spaced

bamboo shafts make up the walls, with

a frame of wood built stoutly to support

a thatched roof. There are no windows,

the earth serves as a floor and there are two doors. For cooking, three logs are set upon

the floor of the house in the form of the spokes of a wheel, with the fire at the hub. Over this fire, fish is smoked.

When a trading boat calls at the island, nearly everyone comes to the dock. Often, there is ice cream for sale. Coconuts are sold to these boats, which bring trade goods to sell to the Indians.

-s-TO^^'K TTa'T^

A Cuna mother and her small pride and joy.

It is likely, as some customs wane, that

this little girl will not wear the ring that adorns her mother's nose. Note the mother's

beautiful mola blouse, which she made.

Harvesting bananas from an Indian "farm" on the mainland in a spot cleared in the

jungle. The machete is vital on this farm.

Plantains are put directly into the coals for baking. Some dishes are a combination—strained plantain and flaked fish is a favorite. The blend is boiled and sometimes

spiced for added flavor. Hammocks occupy one part of the house. Furniture is generally limited to a few armless chairs, made by carving a contour into a section

of log. Everywhere lines are full of drying laundry. The houses are neatly kept. Streets,

too, are clean in Ailigandi. Children are bathed vigorously, and often. Swimming

parties are an afternoon pastime, with the women using a different area of the river than men. Cunas are not without problems. They solve them through a congress, which

meets in the evenings when there are matters to discuss. The first, second, and third

chiefs are there, the first chief presiding. All men take part in the discussions. Once

a vote is taken, the majority opinion prevails and the problem is settled. Justice is also handled this way, with offenders turned over to the Panamanian Government to (See p. 10)

The Panama Canal Review 9
These are probably the friendlest salesgirls to be found anywhere. They are presenting molas for sale, but were shy about the picture taking, though not as shy as their mothers.

\^fmiM6

Indian women wash clothes in the Ailigandi River. They also fill calabash gourds with water

to carry back to the island. They make this long trip several times a day.

This carpenter, an old Indian man, has one

tool, the machete. But with it, he will carve

out a cayuco, with seats and paddles.

Going for a ride with mama. Logs under

boat are rollers to make launching easy.

Paradlie c4walcening.:

une San (Blai 3dlanad

(Continued from p. 9)

be fined or for imprisonment on the mainland.

Several islands have schools. All have

grades 1 through 6 except at Nargana,

where there is a junior high school. For

further education, children must go to Colon or Panama City. Ailigandi has a government school and a Baptist mission

school where six teachers are employed.

Faces shining, children show up for school at 8 a.m. No attendance roll is called, but everyone is there. If the roll were called, it might sound strange.

Many children have been given no names and are free to choose a name

when they please. Adults, too, adopt

names. Many times, they take the name

of someone they like, or of a famous

person. Women are an important part of the Cuna society. When a man marries and moves into the house of his bride, he is subject to orders from his father-in-law. While serious, the marriage ceremony

isn't formal. A man is tossed into the hammock of his bride by the men of the

village. If he stays, the marriage is on.

If not, the men try once or twice more.

If he still jumps out, no marriage. This

is an old custom and though it's still practiced, the bride and groom of today

usually know in advance of the out- come of a hammock ceremony, for modem courtship now plays a part before

marriage.

Women dress in a wraparound skirt and a bandana over the head. A blouse,

made from the rectangular mola, completes the outfit. Jewelry and makeup

are popular. The gold ring through the nose is still predominant, though it's use

is dwindling. Like the gold earrings

(purchased in Panama) and the handmade necklaces of hard berries, fish and

animal teeth, these rings have no special

significance. Facial rouge is made from

the pods of a red flower and used liberally. Men are conservative in dress, preferring Western shirt and slacks. No one

wears shoes. The mola blouse is especially beautiful. The designs are geometric, or of animals or birds, or village scenes, or

religious themes. The mola may require

80 lioius labor by one woman. It is made

bv a complex stitching of small pieces

of fabric; one is laid over another with

two pieces of cloth forming the foundation to which the small pieces are added.

Umidreds of small stitches and hours of (See p. 23)

10 February 1965
Adlai Stevenson and Governor Fleming listen as Lieutenant Governor Parker conducts Panama Canal briefing at Miraflores locks. "BRIEFLY," IT'S A COINCIDENCE

THE VISIT of United Nations Ambassador Adlai Stevenson

to the Panama Canal in November brought about a coincidence

worth reporting. The U.S. United Nations representative was

here briefly when his plane stopped on November 6 for about

2 hours at Howard Air Force Base en route from Santiago,

Chile, to Washington, D.C. Mr. Stevenson and his party were met and accompanied

to Miraflores Locks by Governor Fleming. There, a briefing was held for the Ambassador.

The coincidence is that Lt. Gov. David S. Parker conducted

the briefing. In October 1962, at a critical point in the Cuban

missile crisis, there was a U.N. briefing by the United States

for the U.N. Security Council. It centered on aerial photographs which showed the locations of missile-launching sites

in Cuba. That briefing, too, was conducted for the Ambassador

by Colonel Parker, who was then a representative of the Department of Defense. This was the only time that there has

ever been a briefing of the Security Council in formal session. A photograph shown on this page hangs in the ofiBce of Lieutenant Governor Parker. It is dedicated by Mr. Stevenson

to "Col. David S. Parker, with grateful memories of his part

in an historic day. Adlai E. Stevenson, Oct. 1962."

It is remarkable that 2 years later, in a different part of the world. Colonel Parker was called upon again to brief the Ambassador, but this time on a difi^erent subject. Mr. Stevenson was presented a key to the locks by Governor

Fleming, then watched the lockage of a ship through Miraflores. Mr. Stevenson has been a visitor to the Canal and

Panama several times.

A tense moment in American history—Colonel Parker briefs the United Nations on location of missile sites in Cuba in October 1962.

The Panama Canal Review 11
CAN.-VL COMMERCIAL TRAFFIC BY NATIONALITY OF VESSELS
BIGGER SHIPS

IN EVERY

CATEGORY

first 6 months
Working at night during the locks overhaul project, men and equip ment present a dramatic picture as light pierces the darkness.

Bert Tabor, one of the most skilled riggers in the Dredging Division,

looks over the situation before giving hand signals to the floating crane Hercules to lift the mifer gates at Miraflores locks. Tabor,

skipper of the Hercules, has been with the Dredging Division since 1935. To those in heavy equipment work, his hand signals are an easy, quick language, but to the layman, it looks like magic.

A New Key to

Locks Overhaul?

THE SKILL AND know-how of the employees of four

Panama Canal divisions were combined last month to carry out a series of revolutionary tests designed to reduce

the locks overhaul time to the minimum.

Craftsmen and engineers from the Locks, Industrial,

Dredging and Engineering Divisions worked overtime

at Miraflores locks in order to complete one of the pro- jects—the removal of the tvvo miter gate leaves from the

control house gates in the east lane.

It was the first time that these particular gates have

been lifted off their hinges or pintles by the floating crane Hercules and the first time any lock gate had been floated

to drydock for overliaul. The pintles, by the way, are hinges on which the lock

gates rotate. Thev are located at the base of the lock

gate. Before the gate can be lifted, the 2-foot yoke pin

located at the top of the gate must be pulled by a lock

locomotive crane. In order to keep tiie gate leaves from sinking when

t':ey were lowered into the water, the port holes cut for

ventilation in all lock gates were sealed.

14 February 1965
REALLY A SWINGN' JOB!

UP, OVER AND OUT. In these five pictures, a miter gate leaf at Miraflores

locks is lifted off its hinges for the first time by the floating crane Hercules.

Since the crane has a maximum lifting

capacity of 250 tons, skill was needed

to keep the 750-ton gate on an even

keel while it slides gently on its face

into the locks chamber. The last picture

shows the gate in position for towing to Balboa drydock, where it is undergoing

overhaul by the Industrial Division.

tsf?^ J'^iwic: -^SrI^ l^i

This may be the last lock overhaul for Russel H. Jones, center, Mechanical Supervisor at Miraflores locks, who as chief as the craftsmen, keeps an eagle eye on the experimental overhaul tests being conducted at Miraflores. A veteran mechanic, Jones has been with

the Locks Division since 1936 and may retire sometime later this year.

The Panama Canal Review 15
tM4'i^,^^ik,im'':,smmmsv'w&iSsm^m!mkdiM'sii^

The oil port of Lavera. It is the terminal point of the southern European pipeline, serving the eastern part of France and Germany.

World Ports

Marseilles-Port of All Men

OFTEN CALLED the port of all men,

Marseilles is the greatest seaport of France and of the Mediterranean. Ships

of almost ever\' countr\- anchor in the

coastal port, second onlv to Paris in size among French cities. In the 20th centurv, Marseilles has

forged its wav into the great current of commercial traffic. Cargo lines from all over the world are based at the port, sending ships to the eastern Mediterranean, the east coast of Africa, Australia, India, Indochina, Algeria, Tunisia,

Malta, Morocco, and the Antilles, as well

as Great Britain and ports on the west

coast of France. Hundreds of the big

foreign lines call at Marseilles, which is mainly a transshipment and industrial

port, not an intermediate center for the

collection and distribution of goods.

One of the oldest seaports in Europe,

Marseilles was founded by the Greeks

about 600 B.C. It became a great

trading center in ancient times and down

through the centuries has continued to

hold its position as a world port. Its fortunes have been shaped b\' its geographical location. Surrounded by

abrupt and steep hills, the city has alwa\s been deprived of natural communication to the inland. Since its beginning, then, Marseilles has turned

toward the sea for its vitality and

expansion.

Historicallv, its Mediterranean location allowed it to control the great East- West area of Spanish-Italian commerce.

Marseilles was helped b\' the results of the industrial revolution in the 19th

centurv. Colonial conquests and, in a general wav, the considerable increase

of foreign trade were other growth

factors. The Mediterranean Sea, a big, closed-in lake, developed into one of the most important routes of international maritime traffic. Isolated from the

interior of France, Marseilles continued

to look toward a martime horizon

bounded bv the Mediterranean. Its commercial, industrial, and population

growth followed very closely that of

its docks. The pulse of maritime traffic was

quickened in later vears bv the opening

of the Suez Canal. This new route stopped at Marseilles, since its most

important branch made a detour b\' Gibraltar to the great industrial ports of the North Sea. This detour through

Marseilles remains the shortest and

most convenient route for Asiatic,

African, and Mediterranean countries producing raw materials, on one hand,

and for the European industrial centers, on the other hand. Thus, Marseilles todav is the western trade mart on the Mediterranean—the French gate to the Far East. Nevertheless, to end Marseilles' isola- tion from the rest of France, .several operations were undertaken to link the

port with other European commercial

centers. First was the construction of the Rove Tunnel through the mountains

north of Marseilles. The canal through

16 February 1965
Marseilles:

Port of

All Men

the tunnel connects the port to the Bene

Basin, a small lake north of Marseilles

that opens to the sea. This project

supplemented a second tunnel, built earlier for railroads serving the port cit\ and its annexes. Next, the building of the oil port of Lavera near Marseilles made possible the growth and expansion

of the petroleum industry in that area. Finally, improvements to the present

maritime works in and around Marseilles and its annexes assure the port of its position as a national and natural outlet from the rich Mediterranean basin in which it lies. The shipping functions of Marseilles

in that basin are revealed in the struc- ture of its maritime trade. The port cit\'

is the focal point for cargo on its wa\'

from the Mediterranean to north- western Europe. Through its port passes merchandise of great value and volume.

In 1960 alone, Marseilles and its annexes

transported 12,7.5.5,000 tons of maritime

cargo inland by water, rail, and highway.

As for exports and imports, in 1961,

the port city and its outhing regions

handled 26,361,000 tons of cargo. The

major export is petroleum. After that, successively, come construction materials, machines, chemical products,

sugar, carbon, metalwork, and auto- mobiles. Li order of commercial importance, the imports are crude petroleum,

grains, out-of-season fruits and vegetables, oils and grease, cotton, rubber,

wine, and a large variety of other

products.

Marseilles is able to handle an enormous amount of cargo because its port facilities which, though destroyed

bv the Germans in 1944, have been

rebuilt and perfected in recent \'ears. Today, these are among the most modem in the world. Together with its annexes and its canal and railroad sys- tems, Marseilles remains, as in the past, a reliable and energetic partner in international maritime trade. As a world port at mid-20th century, Marseilles continues to keep in pace with

pyramiding world commerce.

The port of Marseilles handles 70 percent of the naval repairs in France. These ships, at the Digue de Large, are being repaired. On the docks, various cargo is awaiting shipment.

Aerial view of the oil port of Lavera and of the petroleum refineries which provide 40 percent

of all the oil consumed in France. It's part of the port of Marseilles.

The Panama Canal Review 17
Alliance Moves Ahead in Panama

PANAMA HAS achieved substantial improvements in her education, health,

agrarian reform, highway and housing

programs under the Alliance for Progress which celebrated its third anniversary in 1964. The United States has worked with Panama in this joint effort and has made significant contributions. U.S. low-interest loans to Pan- ama in just the past 3 months, for example, have totaled S10.3 million. These and earlier loans have served as

a catalvtic agent to enable Panama to move ahead simultaneouslv on many

economic and social fronts. U.S. technical assistance to Panama,

however, dates back to World War II and programs administered by the Institute of Inter-American .\ffairs. Since

World War II there has been a continuous program of technical and eco- nomic assistance involving both grants

and loans. U.S. grant and loan assistance to Pan- ama for development projects alone

totaled $4.5,300,000 from fiscal years 1961 to 1964. This figure represents only

the U.S. contribution and does not in- clude assistance granted under pro- grams sponsored by the Peace Corps,

the Export-Import Bank, or military assistance programs. The riots and disturbances in Panama

of January 9-12, 1964, and subsequent

rupture of Panamanian-United States diplomatic relations had serious reper- cussions in nearly all sectors of the

national economy.

The transfer of a substantial amount

in foreign and nationally owned bank

deposits out of Panama in January and

February, the resultant severe restric- tion of credit, a temporary but crippling

loss of tourist revenue, and a moderate

loss of business confidence were among

the more noticeable economic effects of the Panama-United States crisis. During the second quarter a number

of new AID contracts supporting the

Alliance for Progress were signed and

loan agreements totaling $10.3 million

for Panama were negotiated. A $2.4

million loan was signed in August 196 1 to finance a rural land and natural resources survey and to provide technical assistance in tax administration. This project will require approximately

3 years to complete and will be co- ordinated by the Agrarian Reform Commission. Another $2.4 million loan is for rural development in Panama; a $2

million loan is to provide financing for

Fishermen at El Farallon readying for a trip. Under the Alliaiue auspices, equipment and

boats were furnished and contributed to improving the local economic picture.

A pjojett built b> I'auaiiia anil tlie United States thrnuKli cooperation in the Alliance for Progress is this health center at Pes6 in Herrera Province. There are several others.

18 Febbuaby 1965
ALLIANCE

PROGRESS

IN PANAMA

a series of studies for projects in the Panama Government's national devel- opment program; and a loan for $3.5

million is to provide budgetary support

to Panama to offset a serious fiscal sit- uation caused by the rapid increase in the floating debt, which was $20 million as of July 31, 1964, the highest

reported to date. Since 1961 under the Alliance for Progress, Panama and the United States have jointly constructed 77 schools through the community self-help sys- tem, and AID built another 11 schools under contract. A total of 15 schools were completed in the second quarter

of 1964. Twelve of these schools were

constructed under self-help programs

and the other three under normal AID

construction contracts at a combined

cost of $501,598. During the July-September 1964 quarter, four contracts for school construction, totaling $440,190, were approved and bidding was completed on another three schools. Working with the Ministry of Public

Health under the Alliance for Progress,

to date, AID has constructed five rural health centers in Panama, has renovat- ed two hospitals and has placed in service seven mobile health units. A contract has been signed for the construction of a rural health center at Ocu,

and bids have been opened for similar

centers, to be built at Penonome and

Cafiazas. A 5-year-tax-free moratorium on construction of new buildings contributed

to Panama's big building boom prior to January 9, 1964, and work in progress on all buildings continued. Third quarter activity in the construction sector was

sluggish, however, as compared with a year ago. As of August 31, 1964, the Panama

Government's funded debt amounted to approximately $113.6 million, of which

$59.2 million represented external and

$54.3 million internal obligations.

Panama signed a contract for an $8.5

million loan from the Inter-American

Development Bank, in late August, to help finance a land development pro- gram to provide irrigation for an area (See p. 22)

"^

When the St. Augustine school was under construction in the Los Santos District, in Los Santos Province, this picturesque photo was taken.

One of the many schools built under the program of the Alliance for Progress, this one was

dedicated in the town of El Roble in Cocle Province.

The Panama Canal Review 19
ANNIVERSARIES

(On the basis of total Federal Service)

SUPPLY AND COMMUNITY

RVICE BUE

Reuben

Clerk

He's Served

The Canal

50 Years

Joseph B. Gordon, file clerk in the General Manager's Office of the Supply

Division, celebrated his 50th anniversary with the Pan- ama Canal organization on January 14, 1965. Gordon, born

in Jamaica, was employed with Com-

^y ^^^^ missary Division on ^^ ^^^H January 1, 1915, as HI ^^^^H messenger, when he

Hi A^^^H was 15 years old. His employment ter- minated February

20, 1920, but he was reemployed March

4, 1920, as messenger in the same Division and has been with the Supply Division ever since. Gov. Kobert J. Fleming,

Jr., presented Gordon with a 50-year

Service Certificate, an Eminently Satis- factory Extended Service Award, a check for $500, a picture frame, and

a key to the locks for him and his wife.

^yr

J. B. GORDON

COMPTROLLERS OFFICE

Ralph E. Harvey

Accounting Assistant (Steamship Clearances)

Mary J. Yaeger

Accounting Technician

SUPPLY AND COMMUNITY

SERVICE BUREAU

Ralph Jackson Laborer (Cleaner) Antonio Range!

Gardener

R. C. Richardson

Lead Foreman Stockman

Evelyn E. St. Hilair( Leader Presser (SI

MARINE BUREA'

Arcelio Moreno

Oiler James B. Rigby

Guard

Ezra M. Smith

Towing Locomotive Operator James C. Wood

Admeasurer

Grace G. Thomas

General Foreman

(Locks Operations—Mechanical)

Carlos Romero

Seaman (Launch)

Theodore Brathwaite

Sailmaker

Russell M. Jones General Foreman

(Locks Operations—Mechanical)

ENGINEERING AND

CONSTRUCTION BUREAU

Isaac W. Beech Water Tender (Floating Plant) Fitzgerald Moore

Seaman

Dorothy Dennis Douglas

Supervisory Clerical Assistant Jose Rios Helper Core Drill Operator

Camillas T. Askew

1st Mate, Pipeline Dredge,

Class I Gladstone E. Clarke Winchman

George W. Wertz reman

ectrioftl Installation and

NnHpt^ance)

CIVIL
CANAL HISTORY

50 IJearJ cAg^o

THE NEW Panama Canal was cele- brating a series of "firsts" 50 years ago. The first night lockage at the Pacific locks occured December 7, 1914, when

the Limari, of the South American

Steamship Co., passed southbound

through Miraflores and Pedro Miguel

locks. Special authority' of the Governor was given for the transit. The Canal was used by sailing vessels for the first time when the British schooner Zeta and the American yacht

Athene were put through together in tow of a tug. The 132-foot Zeta, owned

by Robert Wilco.x, of Colon, had been

employed in trade between Colon and

U.S. Gulf ports. The Athene was a pleasure craft of 104 feet. The SS Tokushima Mam, of the NYK

Line, was the first Japanese ship to use

the Canal. It arrived in Cristobal December 9 from Galveston and passed

through the Canal en route to Yokohama.

By the end of January 1915, a total of 2,192,856 tons of cargo had been

carried through the Canal since its opening on August 15. The most severe norther in years

visited Limon Bay on the Atlantic side and did considerable damage between

the evening of Febi-uary 8 and the morning of February 10. Heavy seas wrecked part of the new breakwater

being constructed from Coco Solo Point

to the Canal channel. 25 yearj cAg^o

PRESIDENT Franklin D. Roosevelt

paid his fifth visit to the Isthmus 2.5 years ago. He arrived in Cristobal February 18, 1940, aboard the U.S.S. Tuscaloosa and made a brief inspection

of Panama Canal defenses. He later conferred with Panama's President Augusto

Boyd who tra\'eled through the Canal

with President Roosevelt aboard the Tuscaloosa. While the war in Europe entered its

first winter, Panama Canal defenses were the subject of discussion in Washington, where Representative Buell Snyder, chairman of the House Military

Appropriation Subcommittee, urged the construction of more roads and airports

in Panama as a Canal defense measure. A preliminary survey was started to determine the cost and route of the transisthmian highway on which work

"as scheduled to start in March.

The German freighter Dusseldorf, a 5,000-ton vessel captured by the British

off the coast of Chile, w ent through the Canal in December under the command

of the British. It was the first prize of war ever to transit. Adm. Richard E. Byrd sailed from

Balboa aboard his supply ship U.S.S. North Star on his way to Little America.

The vessel took on board several thou- sand Panama bamboos which were

used to make snow trails in the Antartic

regions.

fO yearJ cAgo

THE HUNDREDTH anniversary of the completion of the Panama Railroad was observed January 28, 1955, by a

colorful program of events highlighted

by dedication ceremonies at Balboa

Heights of the Railroad monument and

the running of a special train from Colon

to Panama. The train, drawn by an old steam locomotive, carried a number of distinguished passengers from Panama

and the Canal Zone. Roberto Heurtematte, then Comptroller General for Panama, spoke at the dedication cere- mony. Representatives of several of the Railroad unions in the Canal Zone

placed a wreath on the monument to the Panama Railroad's founders in the grounds of the Hotel Washington in Colon. The Panama Canal Civil Defense

Unit had its first test in February 1955

when it participated in a staff and communication exercise labeled "Operation

Interim" which was part of one covering

the seven Southeastern States as well

as Puerto Rico and the Virgin Islands.

\'ice President Richard M. Nixon

\isited the Isthmus in Februar)' 19.55. Accompanied by Gov. John S. Sevbold,

U.S. Ambassador Seldin Chapin, and

other officials, he made an inspection

trip of the Canal Zone and a "whistle- stop" trip across the Isthmus by Panama

Railroad. Mrs. Nixon inspected hospitals

and schools. One ^ear c4go

MORE THAN 4,500 nonmanual emplo\ees of the Panama Canal organization received a pav raise last vear. The raise, averaging 4 percent across the board, aflFected clerical, administrative, and professional workers, postal

emplovees, and pilots. The Panama Canal Electrical Division reported that power generation rec- ords were being broken last December

nhen a peakload of 64,400 kilowatts, the highest on record, was achieved on December 9. On Decemljer 2, the

total gross amount of electric current

generated during a 24-hour period

amounted to a 1,261,400 kilowatts. The SS San ]uan Prospector, the biggest commercial cargo ship ever to

transit the Canal, made the trip south- bound last January in ballast. The supertanker-ore-carrier was 835 feet in length

and had a beam of 106 feet. She made

the transit without incident in lOli hours en route from Trinidad to Peru.

50TH ANNIVERSARY

BOOK IS PRAISED

BY DIGNITARIES

(Continued from p. .3) Court Library. "It is a publication of great importance as a source of in- formation for magistrates of the

Supreme Court of Justice," he wrote. Pablo M. Duran, well-known in- dustrialist and coffee magnate, said:

"It is a work of rare historical value

which I shall keep as a treasure for the future enjoyment of mv children."

Col. Bolivar Vallarino, commander of Panama's National Guard, comments: "Its historical content is a source of knowledge which will lead

to better understanding of the great

importance of the Canal to the

nations of the world." Irene A. de Aleman, wife of Julio

Aleman, a former Diputado, relates

this wittv' story: "I read the book,

as had mv liusband, and we both

enjoyed it. About 3:30 that day, my

daughter, Raquel, 14, came home

and read it. Then our boys, Enrique,

12, and Ramon, 9, read it. They liked

it. too. So, I concluded that either

(1) their mother has a child's intel- ligence or (2) the children have a mature and clear intelligence or (.3) the book is so well written and edit- ed that both children and adults

eniov reading it." So read the letters, from people

in all walks of life. Panama Canal

officials and employees responsible

for production of the book were gratified to know that it has been so well

received.

The P.^nama Canal Review 21
New Solution For An Old Problem

IN SHIPPING, time is money. When a ship is delayed, its expenses continue but

it stops producing revenue. And ports, while striving for maximum efficiency, are sometimes the victims of "rush hour"

business that forces dela)- in unloading

cargo. A second problem inherent in the shipping business is that there are a limited number of ports. Ports cost monev, big money, and unless there is

a nearbv population center to be ser\'ed, or there's rapid and cheap transport to consumer centers, there is no economic

reason for a port. But there appears to be a partial solution to these problems in the development of advanced cargo carriers that operate on land or sea. The latest of

these, the BARC, holds the promise of

a minor revolution in cargo handling in certain situations. This huge land-sea

carrier has the potential for saving time

and reaching remote consumer areas not

served by ports. Conventional thinking dictates that a road must be built from a developed area

to a remote area of consumers or re- sources. But the BARC is capable of hauling 100 tons of cargo by way of

4-\\heel drive on land and twin-screw

marine propulsion on the water. This means that the remote areas can be served by offshore transfer of cargo

to a BARC ( barge amphibious resupply

craft), which can deliver it to a final destination on land. BARC is an Army

vehicle, but commercial versions can be

built, and they can handle more than

the military models, perhaps as much

as 1-50 tons. Even in the most sophisticated port, scheduling is not perfect. The BARC

offers several advantages in meeting this problem: IT CAN TAKE cargo from ships at about the same rate that ships are un- loaded at dockside. Then, the BARC

can deliver that cargo to points inland,

avoiding the transfer of the cargo to a warehouse, where it would have to be

reloaded on trucks or railroad cars for

final deliverv. SHIPS ARE FREE to head for the

next port quickly, cutting down on

idle time. DISCHARGING PART of a cargo

load will be easier because a ship need

not tie up at dockside. The BARC can operate at sea, particularly well along coastlines. If the weather gets too rough, it can park on

a beach until the situation improves. Its predecessor, the World War II Duck,

proved that the concept of a combined

water-land vehicle is sound. The BARC,

though, can carrv 30 times the cargo

load of the Duck, and deliver it over much rougher terrain. Its huge wheels

and high clearance provide an off-the- road mobilit\- that will take it over the

barest semblance of a path, once big

trees are knocked down. And it's good

in the mud, too.

Though some operators are already

using wartime LSU's (landing ship, utilit\) to service remote areas in Central

America, this equipment is onh' an indi- cation of the immense possibiUtes of BARC.

Once thinking has turned in the direction of amphibians to provide the link between semiremote areas and civiliza- tion, the shipping industrv mav find new

markets to serve bv using fleets of these

strange-looking but practical vehicle.

A BARC in the water. Note the rear ramp, which can be lowered to discharge cargo. ALLIANCE MOVES AHEAD

{Continued from p. IS)

of 27, .500 acres. In addition, a request was made to the United Nations Special

Fund for Economic Development for an agricultural and economic study of the region to be benefited by the irriga- tion project. This study would cost about $800,000.

A contract for the construction of the last remaining section of the Inter- American Highway in Panama was

executed by the Panama Government

at a total cost of $12 million. This highway stretch is 28 miles, between Santiago and Guabala. Panama's portion of the cost is to be covered with the aid

of an Export-Import Bank loan. New to Panama is the Partners of the

Alliance (Compaiieros de la Alianza),

a grassroots approach to the Alliance for Progress, which brought to the Republic

a delegation from the State of Delaware

last month for discussion of areas of common interest in which the people

of Delaware mav help the people of Panama.

The Partners of the Alliance is co- ordinated bv an office within the U.S. Agencv for International Development,

organized to respond to and coordinate

the direct-assistance activity between

those in the United States who wish to help and those in Latin America who

are in need of help. The principal idea

is to connect North and Latin American

States and countries where there are

cultural and climate similarities.

22 February 1965
Paradhe cnwakenlng,:

ZJne San JSlaA 3ndian3

{Continued from p. 10)

patience are required. The finished product is about 16 by 20 inches. Two of them form the front and back of a blouse. Framed molas make beautiful wall decorations in many homes.

Most influential today in changing

the Cunas are the missionaries. One of the first was the late Dr. Lonnie Iglesias, a Cuna from Nargana. He began his non- denominational work more than 30 years ago and aifiliated with the Baptist mission movement a few years ago. His name is an honored one among the Cunas. The Baptists have 40 missionaries working on 20 islands. They run three schools and six churches. The Catholic

church, too, has missions and is also a major beneficial influence in the educational and cultural development of the

Indians.

Until recently, the Cuna language was

spoken but ne\'er written. Now, Peter

Miller, a missionary, is translating the

Bible into Cuna, a slow and challenging

task.

Bringing the world of indushy, commerce, and modern thought to the

islands of the Cuna will take a long time. There is a hospital being completed on

Ailigandi, but nearby several medicine men still flourish, dispensing potions and

herbs and casting out demons with

magic spells. The Cuna accepts both. He

observes Christmas and attends church

in increasing numbers, but his ancient

rituals are still an important part of his

life. Already, a few transistor radios are beaming the hope of a brighter life to these islanders and they respond to the sparkle and allure of commercials.

It would be hard to find a people

with more natural charm, friendship,

and appealing character than the Cunas. Happy and energetic, they have a rare

talent for taking life as it comes, but

not too seriously.

The outside world, shining in a thou- sand ways at tlie doorstep of these

islands, has made its first impact. And

the Cuna is faced with the ancient

dilemma that is at the right hand of all progress—how to take the good things

brought by change and still keep those warm qualities of spirit that nature has given him. The stuff of which Paradise

is made is in his hands. If he is wise,

he will use it to triumph.

Panama's Building: Going Up!

(Continued from p. 7)

The plush 11 -story Grobman apartment building, near the Continental Hotel. Each floor is an apartment with four bedrooms, a study, dining room-living room, three baths, maid's room with bath, and laundry area. Cost is almost half a million dollars.

On wide Balboa Boulevard is the 13-story

Stempel building, constructed at a cost of some $350,000. The first two floors are used

for ofiBces and the remainder are apart- ments, one on each floor of the building.

Facing the residence of the Ambassador of

Brazil, in El Cangrejo, another new 7-story

structure goes up. This will be a joint ownership apartment building, each occupant of an apartment owner of the floor he occupies.

The Panama Canal Review 23
New Ship

SHIPPING

Design

SHIPS W ITH a special bow that has

a rounded bulbous form are becoming more common among the big supercarriers using the Panama Canal

recently. The bulbous bow has been

designed to reduce wa\emaking resist- ance on heavily laden ships and promote

greater speed

Two vessels equipped with the bow

form are the bulk carriers Liryc and

Heroic, built recently in Japan for the

Constellation Shipping Co. of Panama.

Operated by the Triton Co. of NewYork,

they are presently running through the Canal on a regular schedule from Chile

and Peru with iron ore for U.S. and

European ports and returning from

Norfolk, Va. with coal for Japan.

Both ships have what is called the Algonquin hull form with a bow jet maneu\ering s\stem designed to give an immediate 2!2-ton thrust on either port or starboard side of the bow when

the vessel is moving at slow speed or docking They are among the first ships

to have steam turbine machinery with

control from the bridge wings. Due to the hull design, more cargo can be

carried on the same draft and dimensions and for the same horsepower as

vessels of conventional design.

New Records

"IF YOU can see it— it's obsolete." This

remark often made about the new

supersonic jets would hardly apply to the cargo vessels using the Panama

Canal. But speed records are being

broken nevertheless. Japanese cargo ships, which have

been breaking their own speed records on the run between the Far East and

New York, are being given a run for

their money by the Lykes Bro. Gulf

Pride class freighters which operate

between Japan, the Far East, and U.S.

gulf ports. On a recent \oyage from Vietnam to New Orleans, the SS Adahelle Lykes

recorded the fastest transpacific sea speed of any of the Lykes vessels to date. According to figures published by

the weekly bulletin of the port of New

Orleans, the Adahcllr Lijkes recorded

speeds in excess of 21 knots and aver- aged better than 20 knots for the entire voyage. Making the passage homeward

in 24 days, the Adabcllc Lykes reduced

TRANSITS BY OCEANGOING VESSELS

IN SECOND QUARTER

FISCAL YEAR 1965

1965 J 964 Commercial 3,027 2,884

U.S. Government 73 76

Free 19 17

Total 3,119 2,977

TOLLS'"

Commercial $16,576,286 $14,942,928

U.S. Government. 349,301 335,277

Total $16,925,587 $15,278,205

CARGO""

Commercial 19,055,207 17,019,942

U.S. Government. 311,061 228,875

Free 103,181 52,913

Total 19,469,449 17,301,730

* Includes tolls on all vessels, oceangoing and

small. "''Cargo figures are in long tons.

the average crossing time of the older C-3 vessels by approximately 1 week.

Earlier in the year, the SS Margaret

Lykes, another new ship of the Lykes

fleet, chalked up an ocean speed record on the voyage from Yokohama, Japan,

to Houston, Tex. She covered the

9, .301-mile distance in IQK days, shaving

VA days off the previous record held by

the SS James Lykes, another of the new

vessels. Older vessels of the line had

made the nm in 27 days.

Thus far, 21 of the new Lykes ships

of the Gulf Pride class are in service. Twelve other highly automated vessels

of the faster Gulf Clipper class, designed

primarily for the U.S. gulf to Far East bade, are under construction with the

first to be delivered in July. All of th?m are to be automated and will offer the newest and finest in cargo handling stowage.

Liners Busy

INCREASE IN the demand for Panama

voyages has resulted in an increase in both eastbound and westbound voyages

through the Panama Canal by four big

Bitish passenger liners owned by the P & O-Orient lines during 1965. Executives of the shipping lines have stated that more than 4,000 additional berths

will be available this year on passenger

ships of the P & O-Orient Lines sailing

to and from Europe from the west coast

of North America to Europe via the Panama Canal, the Caribbean, and the

Atlantic. The first due to arrive at the Canal

from the west coast this year is the luxurious Oriana. She will dock in Bal- boa May 3 and pass through the Canal

northbound the following day en route

to Le Havre and Southampton via Nassau, and Port Everglades, Fla. Other

vessels due to go to Europe this year

either by way of Nassau, Port Everglades, Nassau, and Bermuda or Carta- gena and Trinidad are the Canberra,

Oransay, and Arcadia. Five voyages are planned from Europe through the Panama Canal to the west coast.

1965



Due

JUL O .. .wM^

Date Due

Returned j Due

^6__03j99

Returned

^i}G-O^HS^
UNIVERSITY OF FLORIDA

Ill ,,,, 3 1262 04820 5131