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mm f/i? iouilderj at lAJorh
W. A. Car IKK, Goveruor-l'resiiliMU W. r. Leber, Lieutenant Governor Will Arev

P;iiiania Can.il Information Officer

J^^K

Official Panama Canal Company Publication

Published Monthly At Balboa Heigbis, C. I.

Printed ai the Printing Plant, Mount Hope, Canal Zone

N. D. Christensen, Press Officer Joseph Connor, Publications Editor

Editorial Assistants: Eunice Richard and Tobi Bittel

William Burns, Official I'hotographer

On sale at all Panama Canal Service Centers. Retail Stores, and The Tivoli Guest House for 10 days after publication date at S cent^ each. Subscriptions. $1 a year; mail and back copies, 10 cents each.

Postal mon<y orders made payable to the Panama Canal Company should be mailed to Box M. Balboa Heights. C. Z.

Ivditorial ottices are located in the .administration Building, Balboa Heights, C. Z.

Governor Comments On

Labor and the Canal

AS THE ARTICLE on the opposite page says, "Labor Built

the Canal—and Keeps It Operating." The management of the

C<)mpanv-Go\ernment never loses sight of that fact and makes

every effort to recognize the constant contributions which labor

makes to the success of the enterprise.

Both old and new employees of the Canal organization

constantly are impro\'ing their abilities, job performance, and

knowledee. The organization strives to meet both its own future

employment needs and the needs of its employees through an

apprentice training program, a tuition-refund plan under which

the cost of certain courses of study is refunded to the employee

involved, and through similar activities. But it is only through

participation and willingness of employees themselves that these

programs are succeeding.

The most valuable resource of the Canal enterprise is the

men and women who keep it operating, serving the needs of world commerce. Improved techni(jues mav result in the laborer of today

being supplanted bv the technician of tomorrow, but the people

themselves always will be paramount in operating the water- way. Without people the Canal could not have been built and

interoceanic travel through it could not be maintained.

As we this month observe Labor Day, let us remember that

all those who work are part of the labor force. Those directly

engaged in handling ship traffic are one element of the labor

force, but so, too, are the doctors, sales clerks, typists, accountants and others.

All of those who labor for the Canal have much of which to be proud, serving, as thev do, the growing requirements of world commerce at the crossroads of the world. Those of us responsible

for the management of the enterprise depend on all of those who

work here. We know that without them one of the world's

greatest engineering achievements simply would not exist or continue to function.

In This Issue

THIS MONTH'S cover scene is a section of one of the murals which decorate the rotunda

in the Administration Building at Balboa Heights.

Painted bv W. B. Van Ingen, the murals present

the artist's concept of tlie job of building the

Canal. The scene on the cover is of work on the

lock gates. Other scenes show construction of the

spillway in Gatun Dam and men swarming over

the partially finished lock structures. Manv demands were made on the skill, stamina, and intelligence of those who built the

waterway. They achieved a great engineering

feat and those who operate it today devote considerable effort to maintaining and improving it. But it is not only the waterway which is being

improved; many employees are improving themselves through study and training. One such

program of training is described in the article starting on page 12.

Labor Built the Canal . . . and Keeps It Operating ,3 Two Bureaus Get New Directors 7

Bridge Steel Going Up 8

Return To First Love 9

Toward More Adequate Housing 10

U.S. School Calendar for 1961-1962 11 Drivers in Training 12

It's ^^'hat's Down There That Counts 14

Transit Limitations Defined 1.5 Greater Securit\' for Employees 16

Health Insurance Booklets Readied 16 Worth Knowing 17 Swamp Tamer and Administrator 18

Going Strong at 100-Plus 19

Anni\ ersaries 20

Promotions and Transfers 21

Safety 22

Canal History 2.3 Retirements 23

Shipping 24

September 1, 1961
Labor Built the Canal . . .

Boat crewmen make check of entire channel bottom to make sure that ships using the \vater\va\ will not strike some unknown obstruction.

LABOR, millions upon millions of

liours of it, built the Panama Canal and

labor keeps it functioning, serving the needs of world shipping and commerce. The dream of building an inter- oceanic watenvay across the Isthmus of Panama intrigued men for alrnost four

centuries before the Canal became a

reality in 1914. The French used 400

million hours of labor in an unsuccessful effort and U.S. forces expended

apjDro.ximately 7.50 million more hours

before the Canal was opened on

August 1.5, 1914. Dramatic as it was, opening of the

\\ aterwav onlv marked the beginning of the work. .Approximately 1^2 billion hours of labor—more than required bv

the original construction—have been

used to operate, maintain, and improve

the waterway in the 47 years since 1914. During all the years since 1880,

when the French effort started, to the

pres,;nt day, the Canal has made unique

demands upon the men and women

whose labor made it possible and continues to keep it operating. Early in the French effort, and throughout the later work b\- U.S. forces, it was necessaiy to recruit workers elsewhere and bring

them to the Isthmus. The local labor supplv simph' was not sufficient to meet

the need. Today, 81 years after die French effort began, slighth' more than

one-fourth of the emplo) ees come from

the United States. Panama citizens gradually are filling more and more of the skilled and technical positions as the general le\el of training and

education climbs upward.

Gerstle Mack, in his massive work

The Land Divided, reports that the French recruited workers from the sur- rounding Caribbean area, with the most

important source being Jamaica. "Of

12,875 laborers imported in 1885," he

says, "9,000 came from that island."

The French were following a pattern

established more than 30 years earlier

in building the Panama Railroad, which

had imported thousands of laborers from wherexer they could be recruited. Commenting on this shortage of local labor. Mack says the French canal company "found itself almost constantly

hampered by a more or less acute

shortage of labor." Even the more modest French effort which started 5 years after collapse of the original French company required

foreign recruitment of labor to achieve an employment level of 4,000 persons. The U.S. forces, which assumed direction of the construction effort in 1904,

also were forced to use foreign recruit- ment. Technical experts, mechanics, and

craftsmen of all t\"|)es, with only rare exceptions, were brought from industrialK ad\ anced nations, principally the United States. Laborers and some arti- sans were hired in the sunounding

The Panam.\ C.-v.nal Review
Kenneth L. Bivin is one of Canal pilots.

Caribbean area, but the need also led

to recruitment in Europe and Asia.

All \\'est Indian recmits were guar- anteed repatriation after 500 working

davs. Asiatics also were given repatriation rights and a great many of the Europeans also were returned home

at the expense of the Canal organization. ( During fiscal year 1961, the Canal

organization spent $1,353 in repatriating non-U. S. -citizen employees to their native countries. One of those repatriated was sent to India.)

Under the successive leadership of John F. Wallace, John F. Stevens, and

Col. George W. Goethals, the U.S.- directed forces climbed from a moribund

level of only a few hundred in 1904 to a peak of'43,.350 in 191.3. Average

annual emplovment was more than

20,000 until 1920, then for 20 vears it varied from 10,000 to 16,000. Work on

the third locks project pushed employment to 37,000 in 1942, before the

effort was sheKed. Emplo\inent now is approximatelv 13, 300, ha\ing been

nudged up about 800 from a post\\ar

low 2 vears ago of 12, -500 bv increasing

ship traffic and the ciurent Canal

inipro\ement program. Without the

labor forces of both past and present, the possibilities offered by the narrow

Isthmus still would be unrealized and

the transisthmian waterway still would

be only the dream it was when first

suggested about 1530. Establishment o£ modern transportation across the Isth- mus cost both mone)' and li%'es. An esti- mated 7,000 died in building the Panama Railroad. Some 6,630 employees

died during the U.S. Canal effort. Deaths

during the French effort ha\e been

\'ariouslv placed from about 6,000 to more than 20,000, with the lower figure

being used in The Land Divided.

Development of labor unions among

Canal workers has followed much the same pattern as in the United States. There were sporadic, though principally

spontaneous, work stoppages during the French effort, but little if anv formal

organization of workers. A carbuilders union \\hich de\'eloped in the Gorgona

carshops in 1905 is believed to have

been the first formal organization of Canal workers. The following year. Local 699 of the International Association of Machinists was organized on the

Atlantic side of the Isthmus. Pacific-side machinists formed Local 81 1 of the same

union in 1907. Both machinist organizations still are in operation, being among

the .39 organized associations and labor groups with which the CompanyGovernment deals today. An association

of union groups, the Metal Trades

Council, was founded in 1914. A second

association, the Central Labor Union,

Towing locomotive operators like A. M. Hiland help ships at locks. Antonio Hudson and John Smith help provide fuel service for ships.

Hi

September 1, 1961
was founded in 1918. In the years since, the two associations have merged to form the CLU-MTC. Today, 29 employee organizations arc affihated with

the' CLU-MTC. The 10 other groups

operate as independent units. Tasks performed by present-day

employees are many and diverse, just as they have been since the construction

period. Some jobs have disappeared in the flu.x of changes since 1914, but many

still are basicalK' the same as the)' were

then. The complexih of the effort necessary to pro\ ide uninterrupted service to world shipping—the single, overriding

function of the Canal organization—is indicated by the 900-odd job designations into which employees are slotted. On the front line in operation of the waterway are the pilots, tug masters, crewmen, lock operators, traffic controllers, linehandlers, towing locomotive

operators, and man\ others—.3,800 in all. To sene ships calling at the Canal, port

facilities employing 1,.500 additional workers are maintained at both ends of the waterway. Thus, 5,300 of the 13,300

employees are directly engaged in serving world shipping.

The remaining 8,000 employees of the Canal enterprise are utilized to prox'ide services and supply other support to those whose primar\' concern is direct service to shipping. Thus, there

are IV2 employees in supporting roles for each employee engaged directly with

shipping operations. Economists in the United States say each factory employee

requires 2V2 persons in supporting roles

in the community to provide the services and supplies he and his family require.

Tropical conditions recjuire greater

numbers of medical and sanitation perCanal ste\cdores load cargo aboard ship docked at Cristobal, another ser\ ice to shipping.

It's a high perch,

but this welder

proceeds with work which must

be done to keep

Canal operating.

R. A. Berry, operating lathe at Gatun, is one of many machinists.

The Panama Canal Review
soniiel here than is normal in the U.S., tending to reduce the local ratio even

further below the stateside level. The

"shortage" of one person is compensated

for h\ the fact that many services and

supplies required by Canal employees

and their dependents are pro\ided by

individuals and private enterprises in Panama, extending direct benefits from

the Canal operation into the economy

of the Republic.

Some 3,680 of the present-day

empl()\ee force are U.S. citizens. The

remainder are nationals of other countries, the vast majority, appro.ximatcly

8,000, being Panamanian citizens. This

employment, large as it is, does not include employees of other organizations

or U.S. Government agencies in the Zone, nor those working for contractors on Zone projects. As of June 30, other agencies and contractors employed more

than 8,000, most of them Panamanian

citizens. just as there has been a stead)

impro\ement in wages, working conditions, and fringe benefits over the years, there have been and are continual movements of employees within the organization which lead to better wages,

positions, and employment benefits for a number of workers each year. During

the fiscal year which ended June 30, there was an increase of .579, or appro-ximatelv 5 percent, in the total niunber

of Company-Government employees.

»''"^'^""*^fMII;

AIlcii A. Spencer

of Sanitation

Division cairies

on anti-mosquito

work which

started ahnost

60 years ago.

During this same period, the number of non-U. S. citizens being paid at the U.S.

Misi Iv> DaCosta

of the Balboa

Service Center

is among those who help furnish

services and supplies.

wage base rate increased from 270 to 424, or more than .57 percent. Institution of Canal Zone Merit S\stem procedures,

through which job applicants are hired

solely on the basis of ability, skill, and

experience, also has improved conditions

for Canal employees.

The Canal organization, through

regular training and apprenticeship

programs, has played an active role in helping local residents accjuire the skills neeessarv for better-pa\'ing jobs. As local residents gain in technical skill and

knowledge, the need for recruiting

emplovees away from the Isthmus is reduced. These additional skills and abilities among local residents not only tend

to serve the Canal's needs, but also those

of business and industrx' in the Republic.

Thus, the Panama Canal continues

to pla\' a major role in the economy of the area in which it is located, just as it has since the days when the gieat effort to build the watenvay was started. At

the same time, it contributes to the economy of the entire globe by serving

the needs of world commerce. But behind

the Canal, ser\ing to make it effective

as a gateway to world trade, are the thousands who labored to make it a

realit\, the thousands more who ha\'e

kept it functioning since it opened, and

the 1.3,300 who today continue to operate, maintain, and improve it for the

jiresent and the future.

6 Septembek 1, 1961
Transportation

and Terminals

Director

Civil

Affairs

Director

Bernhard I. Everson Capt. Axfon T. Jones

NEW DIRECTORS for hvo bureaus of the Canal organization were named by Governor Carter on August 21,

as he moved to fill the vacancy created by the retirement of Henry L. Donovan

as Director of the Civil Affairs Bureau. Bemhard I. Everson, Director of the Transportation and Terminals Bureau since 1954, was named to succeed Mr. Donovan, who was scheduled to sail August 28 on a round-the-world cruise

after more than .30 years of employment

in the Canal Zone.

Capt. A.xton T. Jones, U.S.N., who

has been Cristobal Port Captain since October 19.59, was named to succeed Mr. Everson as head of the Transportation and Terminals Bureau. Captain

Jones, who entered the Navy in 1941,

will retire from the naval service to remain with the Canal enterprise.

The new Civil Affairs Director was

born in Brevik, Norway, on November 10, 1912, and came to the Canal

Zone with his father 2 years later. He

became a U.S. citizen when his father was naturalized.

\\'hile still attending Balboa High

School, Mr. Everson took a temporar\'

job as a messenger at Balboa Heights iii 1927. He also worked as a seaman with

the Marine Division. After being graduated from Balboa High School in 19:30, he attended the Carnegie Institute of Technology and received a bachelor of science degree in mechanical engineering

in 1934. I'pon his return to the Canal Zone,

the young engineer took a position in October 19.34 as a technician-operator

at the water filtration plant operated at the site of Madden Dam during the

Two Bureaus Get

New Directors

construction of the dam and associated

installations. He remained there until the fall of 1935, when he became a machinist apprentice and started the climb through various positions to the

post of Director of the Transportation

and Terminals Bureau. Having learned Spanish as a child

in the Canal Zone, Mr. Everson speaks

the language fluenth- and is well known

among Panamanian officials and civic leaders, particularly on the Atlantic side

of the Isthmus. Active in the ci\ic affairs of both the Canal Zone and the Republic

of Panama, he was presented with the Meritorious Citizen Award by the Colon

Civic Council on June 22, 1960, and is a holder of the Grand Cross of the EIon' Alfaro International Foundation.

His wife, the former Phyllis Anne

Buechele, also is a lifelong resident of the Canal Zone. They have three sons, John, 17; Randall, 14; and Bernhard, 7,

all living with their parents in the Zone. Captain Jones was bom in San Jose,

Calif., on July 27, 1913, and first joined the Canal organization in October 1959. He attended the Universit\' of Oregon.

When Captain Jones left college he went

to work for Standard Oil of California. In 1935 he commenced sailing on his license in the U.S. Merchant Marine.

He was sailing as a licensed deck

officer with the Matson Naxigation Co.

at the time he entered the Navy in 1941. He holds an unlimited license as a master mariner and sei-ved aboard Na\'y

vessels during both World War II and

the Korean conflict. He served aboard the U.S.S. Ahah

in the Atlantic Theater early in World

\\'ar II, then as commanding officer of the U.S.S. Al^ipl. an attack cargo vessel,

in the Pacific Theater. He also served as executive officer and commanding officer of the U.S.S. Cmnd Canyon, a destroyer

tender, in the Mediterranean Sea

following World War II. During the Korean conflict. Captain

Jones was commanding officer of the destnner A/i/Zcrand recei\'ed the bronze

star medal with combat citation. He was

on duty with the Chief of Naval Operations at the Pentagon and also was com- mander of the Rhine River Patrol of the U.S. Navy in Germany. Prior to becoming port captain at Cristobal, he was commanding officer of the fleet

oiler, U.S.S. Ashiahula. Mrs. Jones is the former Dorothy

Dodd of Burlingame. Calif. They have

four children; Dodd, 20; Guy, 17; Laurie, 14; and Douglas, 11. Dodd is on active duty with the Nav)' and the

other three children are with their parents in the Canal Zone.

The Panama Canal Review
One of high-steel men stands on cable strand to help guide lica\ \ bridge girder into place.

For High-Level Bridge

Steel

Going Up

GROWTH of the high-level bridge

being built by the United States across the Panama Canal at Balboa is proceeding, girder by heavy girder, and will be

one of the sights on the Pacific side of the Isthmus during the next year or so. Work on the superstructure, which

is the second phase of the bridge consti-uction, started early in August. Steel men emplo\ed b\ the John F. Beasley

Co. of Dallas, Tex., climbed up and

bolted two 40-foot girders into place

between piers 12 and 13 in the Balboa

Tank Farm to initiate the task. Since then, these specialists in high

steel construction work have nearly

completed the assembly of the bridge span extending between the two piers. Steel for the superstructure is arri\ing on the Isthmus at regular inter-

\als, \vith the bulk of the material due

here next month. If work continues at the present rate, the superstructine will be completed on schedule late in 1962. The superstmcUue includes installation

of a concrete deck, roadway lighting,

and other appurtenances, including

warning lights for aicraft. Meanw-hile, the substructure work

continued, with the final pour for the base of pier 4 being completed on August 18 during a continuous 10-hour

operation. \N'ork was started toward the end of the month on the two pier shafts w Inch will rise 126 feet above the water,

carrving the bridge above them.

' The cofferdam for pier 6, last of

tlie bridge piers to be poured, was built

in August and the first pour for the base was .scheduled for completion by the end of the month. This pier is located on the west edge of the channel and

required a 40- by 100-foot cofferdam w ith a depth of approximately 35 feet below low water level.

Ti\'oli Avenue, which is a continuation of the approach to the new bridge,

rapidK' is assuming the appearance of

a 4-lane highwa\, as it is enlarged pre- paratorv to opening of the bridge. The

wideniiig work is being done by Isthmian

Constructors, Inc., whose first task was

the relocation of the play shelter for the Ancon Elementan' School. The section

of Tivoli Avenue betvveen J Street and

Ancon Boule\ard should be paved and

open to traffic by the end of this year.

8 Septembeb 1, 1961
Return To

First Love

Man who has seen a lot is

helping others view Canal as

operator of the Las Cruces.

THE MAN who at present is sailing

up and down the wiitenvay at the hehn

of the Panama Canal's new sightseeing

launch Las Cruces is a former Italian naval officei' who has been a naturalized

U.S. citizen since September 2, 1955. A former lieutenant commander of a landing craft transport in the Italian Navy, he holds Italian license as master, any seas, any tonnage. However, to Frank Viglietti the Las Cruces is as important as any other vessel he's ever commanded, because it is one more

experience in his varied life, and because

he's adding to water time. After his graduation from the Roval

Naval Academy in Leghorn, Italv, in 1941, and during World War II, the sea was his home and his career. During the

past 9 years he's held land jobs. When

he wished to sit for an examination for a Panama Canal license, he found recent water experience a requisite. Moreo\er,

25 percent of that experience has to be

acquired within 3 years of sitting for the license. Frank \'iglietti was born in CuneoPiedmont, Italy, where his father was

general manager of a large bank in the

region. He was graduated from the Technical Institute at Cuneo, studied

business science and economics at the University of Turin, and then attended

the Royal Naval Academy.

His first assignment as a graduate

ensign was to a cruiser. Promotions fol- lowed and he was navigator of destroyerclass vessels, executive officer on a

cruiser and on a battleship.

He experienced, as a target, heavy

pattern bombing by superfortresses, and

was on two destroyers that were sunk

while en route to North Africa, the last on March .30, 1943, in the Sicily Canal,

known as the "Route of Death" through

the British Broadcasting Co.'s newcasts. A fishing vessel endeavored to pick

up survivors but the sea was rough, the

vessel dragged over the life raft, and

Viglietti was hanging o\er the stern when the propeller went full ahead. He

shouted, and a seaman grabbed him b%' the seat of his pants and unceremoniously saved his life. The fishing boat

put into Carthage, Africa, and from

there Viglietti returned to Italy by air. For the remainder of the hostilities he was assigned as instructor in astro- nomical navigation at the Italian Roval

Naval Academy at Leghorn and then

at Brioni, where the Academy was

mo\'ed because of the bombings.

After the surrender of Italy,

Viglietti was picked up by the Nazis

and gained first-hand knowledge of life in concentration camps in Poland and

German\'.

Knowledge of languages—in this case, German—is credited by \'iglietti with saving his teeth during his stint in the concentration camps. Receipt of medicines bv the internees was prohibited, but from time to time he

received packages from home. He managed to get a message through to his family in Italy to send \'itamin C and,

through his knowledge of German, managed to convince tfie guard that the package contained a preparation for soup-making.

When hostilities ended, he returned

to the Italian Navy, from which he

received an honorable discharge. From

1948 to 1950, he was captain of an

Italian ship, plying between the

North and South Atlantic and the Mediterranean Sea. Life in the Free World beckoned,

however. Especiallv after he had a few

good looks at life under Communist nile when his ship docked in Yugoslav ports. A shipowner in San Francisco,

whose path and \'iglietti's had once

crossed, offered the latter a job in Panama—and a new phase in his career opened. As in all shipping businesses, there were ups and downs, and in 1952

Viglietti came ashore on the Isthmus to hold landlubber positions until the launch Las Cruces, and an opportunit\-

to tread a deck again, came along.

He has worked as a maritime technician with a shipping firm in Panama;

as a dispatcher in the Central Exchange

of the Caribbean Army and Air Force;

as station manager in charge of operations for Branift International Airways

at Tocumen; as a freight handling fore- man; and then a supervisory store- keeping clerk with the Panama Canal

Company. Since May 11, he has been

assigned to the Dredging Division in a

position known as launch operator.

It's good to be in cliarge of a craft again, even a little craft like Las Cruces,

he feels. And every day on the launch

adds to the recjuired total of experience

necessary before he can sit for the Panama Canal license on which he's

fixed his sights.

The Panama Canal Review
These oii-thf-giouiid, duplex-style units are the type of new housing being built in the Canal Zone's Latin American coniniunities.

Uoward jfiore

cAdeq^uate JrouJinff^

Two-story duplex units are standard for new housing in the Zone's U.S.-citizen communities.

EMPLOYEES of the Panama Canal

who feel a kinship with the little old lady who lived in a shoe—no room for

all those children, that is—can take

heart from the housing programs now

in progress. A resumption of the program under

which 500 housing units are to be

built in the Zone for non-U. S. citizens emploN'ed b\' the Company-Government

and an accelerated schedule for building

replacement units for U.S. citizens

employed by the Canal organization all are aimed at easing and improving

housing conditions for employees and

their dependents.

Plans call for construction this fiscal year of 100 of the 500 Zone units for non-U. S. -citizens emplovees, along with

120 famiK' units and 25 bachelor apart- ments for U.S. citizens. Although neither

of the programs is designed to add to the total number of housing units avail- able, but they will result in larger, more

adequate cjuarters for Canal employees.

The single-ston', duplex housing

units to bf built in Latin American communities in the Zone this fiscal year

include 14 tsvo-bedroom units, 50 three- bedroom units, and 36 four-bedroom

units. .-Ml of those built diis year will be

in Pedro Miguel. Those to be started in U.S.-citizen communities will include

12 fom-bedroom units on Frangipani

Street in .^ncon and 108 three-bedroom

units in Los Rios, Corozal, Ancon, and

CJamboa. The 108 three-bedroom units

will be of two-stor\-, duplex stvle. The 12 four-bedroom units will be of one-story, off-the-^round construction.

10 September 1, 1961
During the past two fiscal years, the Canal built or started 129 houses and

apartment units in La Boca, Balboa

Heights, and Balboa Flats, plus 24 family

units and 4 bachelor units at Gorgas

Hospital. No new units were built in Latin American communities because a spending limitation imposed by Congress

proved to be too low to permit construction of satisfactory units. The limitation since has been increased sufficiently to permit the 5(X)-unit program to proceed.

Continuing programs to replace

inadequate and over-age housing in bodi

U.S. and Latin American communities

in the Zone have been in progress for the

past 10 years, financed from available Canal revenues. The constmetion of 301 family units,

including the 1.53 built or started in the

past 2 years and the 120 to be started

this fiscal year, and the 36 remaining

bachelor units in U.S. -citizen communities is scheduled for completion in 1964, with 90 percent of all units to be

finished by the end of fiscal year 1963. Completion of the programs is expected to alle\iate much of the present

shortage in adequate housing for Zone

emplovees. In the case of family housing

for U.S. citizens, the number of satis- factory three- and four-bedroom units

will be increased by 269 units over the 1959 level, while the number of two- bedroom units will be increased by 32. After completion of the program, 59

percent, or almost 6 units in every 10, will ha\e three or four bedrooms, while

the remaining 41 percent will have two

bedrooms. Prior to the start of work on

the 301 new housing units, two-bedroom

units represented 46 percent of the

total satisfactory familv units, while

the remaining 54 percent had three or four bedrooms.

The 500-unit program for Latin

American communities in the Zone will have a similar effect. The first 200 of these units will include 50 two-bedroom

units, 110 three-bedroom units, and 40

four-bedroom units. The breakdown

among the remaining 300 units has not

yet been detennined.

A recent expansion of the number

of units available for assignment to U.S.

citizens with large families also is designed to improxe housing conditions

for such emplovees bv tending to allo- cate larger units to larger families. Canal

officials currently believe that all large U.S. -citizen families will be assigned to adequate large famil\' quarters by the

earl\' part of calendar vear 196.3. All of the new units in both Latin

American and U.S. -citizen communities

are of masonrv construction and thus have a longer life expectanev than the frame housing units occupied bv man\'

employees of the Canal organization.

U. S. Schools to Open September 11

School Calendar 1961-1962

School opens Sept.

End of first grading period Oct.

Panama Independence Day (holiday) Nov.

Veterans Day (holiday) Nov.

Thanksgiving holidays (4 days) Nov. 2.3-

End of second grading period Dec.

Christmas holidays (10 days) Dec. 23-Jan. End of third grading period Jan.

Washington's Birthday (holiday) Feb.

End of fourtli grading period March

Easter holidays (9 days) April 14

End of fifth grading period April

Memorial Day (holiday) May

Commencement June

End of sixth grading period June

School closes June

11

20

3

11

26

8

1

26

22

9

22

27

30

6

7

7

1 6 New Teachers From U. S.

NEW TEACHERS hired in the

L'nited States, their hometowns, degrees,

schools from which they received them,

and their assignments in the Division of Schools are as follows: John Banasick, Scottdale, Pa.; Master of

Arts, West Virginia University; general

science, Balboa High School. Raymond Blais, Key West, Fla.; Master of Education, Wayne Universih-; ph\'sical

education, Balboa High School. Mrs. Dorothy Brake, Portsmouth. Ohio; Bachelor of Science, Michigan State College; ph\sicLrl education; Diablo Heights

Junior High Scool. James Breen, Kingsport, Tenn.; Master of

Arts, West Virginia University; music, Balboa High School. Ronald F. Bussiere, Pulaski, Wis.; Bachelor

of Science, \\'isconsin State College;

industrial arts, Diablo Heights Junior High School. Raluh Carr, Cadsbad, Calif.; Master of Education. Oregon State College: ohysical education, Csnal Zone Junior College, Lawrence E. Fraley, Jr., Boulder, Colo.; Master of Science, University of Colorado; oliNsics and matliematics, Balboa High School.

Lyie Jenkins, Charleston, Oreg.; Master of Science, Oregon State College; general

science and biology, Balboa High School. James H. Mattingly, Alexandria, Va.; Master of Arts, Ball State Teachers College, and Master of Science, Indiana

University; industrial arts, Cristobal

High School. Clin McGill, Fort Worth, Tex.; Master of Education, University of South Carolina; mathematics. Balboa High School. James Montgomery, Greensboro, N.C.; Master of Arts, University of North Carolina; English and Spanish, Cristobal Junior High School. Harry H. Nunley, Chattanooga, Tenn.: Master of Arts, Middle Tennessee State College; sixth grade, Diablo Heights

Elementarj- School. Karl Shirley, Hereford, Tex.; Master of Education, West Texas State College;

mathematics, Balboa High School.

Gilford Wilde, Santa Rosa, Calif.; Master

of Arts, Chico State College; social

studies, Balboa High School. Henry J. Williams, Perry, Fla.; Master of Education, I'niversity of Florida; madiematics, Balboa High School. Charles R. Teeter, San Antonio, Tex.; Master of Education, University of Arkansas; general business and social studies, Balboa High School.

The Panama Canal Review 11
Drivers

in

Training

Instruction in care and

handling of fork-lift

trucks welcomed by

pier employees, officials.

Robert Yarde, a member of the committee, demonstrates the proper handling of five empty

pallets, while Verol Gill, another committeeman, directs him through the obstacles.

A BOARD some 40 inches wide

and about 30 inches high has become a

focal point of interest among fork-lift truck operators in the Cristobal pier area

during the past 7 weeks. The small dimensions of the board belie the impor- tance attached to it bv both the

operators and their supervisors.

Students and

committee members

watch as three members of the

committee

demonstrate obstacle

course.

The somewhat laconic messages on

the board reflect the apparent end results of what many of those most directly

invohed believe to be the best and most

important tiaining program yet insti- tuted among terminal employees. The

line which says, "J. A. Brooks 735" sets the goal for most of the operators on the

piers, much as Babe Ruth's record of 60 home loms in one season is the goal

of baseball men. The inscription means that Mr.

Brooks holds the best score to date in a

test of fork-lift truck operating ability.

The eight men directly following Mr.

Brooks in the scoring also are listed on

the board, with their scores. The test, combining elements of safety, care, speed, and judgment, involves putting

a fork-lift truck through its paces in an

intricate obstacle course on Pier 10. Designed as a training medium for

fork-lift truck operators, the obstacle course has tested the abilities of even

the most able drivers on the piers—and

is inducing them to take greater pride

in their work and their abilitv to maneuver their vehicles with speed and safetv. And the training program promises to be a real monev sa\'er for the Canal

organization.

Albert G. Terwilliger, general

foreman on the piers, in cooperation

with James Barrett, training officer of the Transportation and Terminals

Bureau, developed the training program.

Terminals officials urged the training as part of an effort to reduce damage to

12 September 1, 1961
cargo and equipment, improve work

performance, and cut the accident

injury rate. Mr. Terwilliger recommended that

field training in operation of the fork-lift trucks be provided, rather than formal

classroom instiiiction in the handling

and care to be given v-ehicles and cargo. Re\ie\\ing training programs suggested

by manufactmers of fork-lift tiiicks, Mr. Barrett decided that instruction in operational methods would benefit both

old and new operators. Planning of the

obstacle course followed. A major innovation in training

techniques was introduced by Mr. Terwilliger and Mr. Barrett in developing

the program. They called in some of the

pier supervisors, asked them what kind

of a program they thought would be most beneficial, then decided the superN'isors' knowledge of conditions and

requirements was so intimate and extensive that they and selected drivers should supervise the training program. The result was a committee which

administers the program in cooperation

with Mr. Barrett's office and other Terminals Division officials. Harry Abrahams, lead foreman and

3.5-\ear \'eteran on the piers, was named

to head the committee. Other members

are Cuthbert Scales, seeretar\'; Zoilo Crisson; Robert Yarde; Verol Gill; Albert Williams; and Ashton Pinnock. Basil G. Coke, clerk in Mr. Barrett's office, aids the committee bv preparing minutes,

slogans, and other clerical work.

The committee meets twice each

week to review the program, dexelop

Four fork-lift truck operators check the scoreboard in the repair shop in the pier area.

changes, propose further training needs the men must have excellent vision

of the fork-lift truck operators, and

coordinate their efforts with the objectives of the training officer and Terminals

Division officials.

In an earh' meeting, the committee

decided a basic requirement for fork-lift truck operators was good eyesight.

Operating, as they do, in the often murk) light of the huge tenninal piers.

Examining some of the written materials for the training course are, in front, left to right, Albert Williams, Basil G. Coke, and Harry Abrahams. Other members of the committee

locking on are, left to right, Verol Gill, Ashton Pinnock. Cuthbert Scales, and Zoilo Crisson.

men

and depth perception, the committee

reasoned. They appealed to Dr. Donald

Robinson for a program of eye-testing

for all operators and were greeted by a hearty response and the loan of a machine which a layman can use to give

a basic vision test. Of the first 100 fork-lift truck operators to take the examination, only 30

passed with flying colors. The other 70

had varving degrees of visual difficulty

NV'liich indicated the need for further examination. The\' have been referred to Coco Solo Hospital for examination and,

if needed, a prescripiton for eyeglasses. After \isual tests of the operators were completed, the training program was started. The instiTiction opens with

an oral orientation session in both

English and Spanish to provide a basic knowledge of the operating parts and

limitations of the fork-lift trucks. The orientation covers starting,

stopping, and traveling with the fork-lift truck, as well as safet\' niles to be fol- lowed. The operational instruction explains the limitations of the vehicles,

how damage to them can be avoided,

how to use them with various types of cargo and loads, and how thev can be

used safeh' for towing or pushing other

vehicles. The safety practices stressed include proper approach to pallets, proper loading and moving of pallets,

\\ aniings against a wide range of unsafe

practices, and recommended procedures

in handling various types of cargo.

(See p. 11)

The Panama Ca.val Review 13
It's What's

Down There

That Counts

Knowledge of Isthmian past

is dug up —literally —in the

course of core-drilling work.

Core-drilling crew works on unfinished part of Cut-widening project.

THE ISTHMUS of Panama, so free of major earthquakes that it was considered safe for the construction of a lock-tvpe Canal, once rumbled and

shook as hundreds of active \'olcanos

spewed la\a over the landscape and

hiuled rock fragments hither and yon. The sea, which is now held back

by a 50-mile wide strip of land, rose and

covered the Isthmus several times in the

past and completely separated North

from South America.

Prehistoric wild life, including a fresh water tiutle whose fossilized remains were found a few years ago by

Robert Stewart, the Panama Canal's

geologist, roamed the land and lived in fresh water lakes the size of Gatun. The turtle, which dated back 15

million years to the Middle Miocene

Period, lived in a climate and amid vegetation very similar to that existing today.

These and other prehistoric facts have been determined by Mr. Stewart and fellow geologists, who during the years have studied the geological his- tory of the Isthmus through field trips, during major excavation projects, and

by taking core samples, the standard

method used by engineers to determine

what lies beneath the surface of the earth. The French took core samples when

they started digging through the Pan- ama hills in the vicinit\' of what is now

Gaillard Cut. These samples, incidentallv, later proved highly valuable to the United States constniction forces working with the Isthmian Canal Commision.

With a few hundred feet of core samples. Canal engineers have been able

to trace geological history dating from

the recent, or last few hundred years, back to the Miocene Age and beyond.

The\' have also found a wide variety in the types of rock, clay, and shale.

Cores cut from the

lock structures may

reveal weak spots

before trouble

develops.

14 September 1, 1961
Core samples by the thousand are stored in a core shed in the Balboa

Industrial Division, where they undergo

periodic scrutiny by contractors and

engineers. A majority of the samples were taken as preliminary to the Cut- widening work or as part of the survey

for the Sea-Level Canal studies. Some

samples ha\e been taken in Panama at the request of the Panama Government

and others have been obtained of the concrete in the lock structures during

routine overhauls to determine its condition and possibly locate areas which

should be strengthened by grouting.

The system of core drilling used

during the past 20 years or so involves the use of a special type of drill which

has a hollow center to accommodate the

core. The drill bit cuts around the core sample and then frees it for removal. The actual work of core drilling is done

by the Dredging Division, which then

turns the core samples over to the Engineering Division. They are studied and

classified by Mr. Stewart. The average depth of a core hole

is about 200 feet, although some have

gone to a depth of 1,200 feet. The

deeper ones were taken on the banks of the Canal during the Sea-Level Canal

studies and later during preliminary

work on the Cut-widening.

On occasion, when core samples

have not satisfied the needs of engineers

planning a construction project, holes .30 inches in diameter have been cut to per- mit an on-the-spot inspection of the

material while it is still in place.

Canal officials now are studying the

possibility of using a recent innovation

in the core drilling field—a camera which

can be lowered inside a 3-inch hole to take pictures. This procedure would not only eliminate the need for large and

expensive 30-inch core holes but could

be used to advantage on studies in rela- tion to the widening work still to be

done at Gaillard Cut between Empire

Reach and Gamboa.

Engineers say that the additional information provided by the camera

could add substantially to the amount

of data obtained from the core samples

remo\-ed prior to use of the camera and

conceivably could affect major design,

blasting patterns, and other plans.

Even with improved methods, it hardly seems likely that Canal core

drillers will ever strike oil or find mineral

deposits of any value. In the past, however, geologists have come across coins,

buttons, old bottles, and buried cons- truction machinery, On one recent

occasion they were responsible for a minor gold nish when a quantity of

pyrite, or fools' gold, was unearthed in a place called, appropriately enough.

Gold Hill. ^ ^ ^

Transit Limitations Defined

1 HE WIDEST SHIPS ever to transit the Panama Canal have been U.S. Navy batdeships of the loica and Indiana

classes, with beams up to 108 feet and

2 inches. The longest ship was the old German passenger ship Bremen, which

was 898 feet long.

Despite the fact that there was less dian a foot to spare on each side of the big battleships, they transited without

undue damage, partly because of the armor plate they carried. The diin shell of a commercial \essel is not made to withstand the blows which the inchesdiick armor plate of a battleship can

resist. Consequently, commercial ships must be given more gentle treatment as they go through the 110-foot-wide locks. Widest commercial ship e\ er to transit was the Sinclair Petrolore, which was

taken through with no appreciable

damage, despite her 106.4 feet of width

and 789 feet of length. The big tanker

The sizes of the ma.ximuni merclianl

ships which are currently transiting the Canal in a routine manner and with little or no damage is 102' beam by SOC length by

36'6" draft Tropical Fresh Water. The length of the ship of tlie above

description may be extended to 8.50' without incurring any additional difficulty. This

length is controlled by the radius of turn

in the present Canal Cut. The Canal is now being widened from

300' to 500', date of completion not yet determined, but sliould be completed widiin

a very few years. At that time tlie length of the ship can be extended to 925', controlled by the length of the lock chambers,

without encountering any undue difficulties. Based on tlie rather extensive experi- ence that we have had to date with ships of beam 102' x 800' length by 36' 6" draft. Tropical Fresh Water, it appears that it might be feasible to transit, expeditiously

and safely, ships with beams as wide as

104', with lengths up to 850', and drafts of .36' 6". However, since we have had

\ery little experience with merchant ships

of this size, we would have to reserve

final judgment imtil actual transits had

been made.

There is a complicating factor in the matter of beam versus draft, which is pre- sented by fillets or batters that are present on the bottom of the lock walls. Ships wider

than 100' beam with a draft deeper than about 35' will start to encounter inter- ference in the area of the turn of the bilge, particularly if they have bilge keels installed

in this area. In short, the wider the ship, the less the allowable draft, unless the

ship's hull form is built to accommodate

these fillets. (A cross-section diagram of a lock cliamber, showing these fillets, may be

obtained from the Marine Bureau, Panama

Canal Company, Balboa Heights, C.Z. One

made the transit only once, however,

sinking off the coast of Brazil before a second transit could be attempted. The

single transit was not enough to deter- mine if the ship could have been safely transited on a regular basis or if she

would ha\e had to be tinned away

because of too great risk of damage to her side plating. Because a few inches more in width

and draft and a few feet more in length can add considerably to the cargo ton- nage of a ship, while adding only pennies

to the cost of operation, shipbuilders and

operators understandably are interested

in building vessels as large as possible. In reply to queries about the maximiun size of commercial ships which

can safely be transited through the Canal, Capt. Richard G. Jack, Marine

Bureau Director, with the approval of Governor Carter, now is issuing the following answer:

section of the fillet in Miraflores Locks is shown in the bottom pictiue on p. 14.) Concerning the draft of ships, it is nonnal procedure to limit the draft of a very large ship on its initial transit to approximately 33' until its handling characteristics under this draft are established. Assuming that successful transits are made

at 33', succeeding transits at 1 foot incre- ments of draft would be permitted until the draft of 36' 6" is attained, each incre- ment depending upon the successful negotiation of the Canal at the previous 1 foot

lesser draft. The abo\'e draft restrictions apply when Gatun Lake is at 85' or above,

which is normally from about July imtil tlie end of January. During dry seasons of exceptionally dry years when Gatun Lake

falls below about 84' above sea level, draft

restrictions ma\- be applied, generally during

the months of March, April, and May, to as

little as 35', possibly less in extremely dry

"dry" years. Ad\'ance notices of such draft

restrictions are published at least a week in advance, with forecasts running as much as

1 month in advance in order to permit ship operators to load their ships to the proper

draft prior to dispatching them to the Canal for transit. Panama Canal reserves the right to transit a particularly large or difficult handling

ship as a dead ship, charging the operators

for the necessary tugs at the current rate of .580 per hour per tug. At the present

time, ships of the size of those given in tlie

first paragraph are normally required to use

at least one tug to aid in steering through

the Cut and additional tugs to aid in positioning the ship to enter the locks safely. Charges for this tj-pe of tug service run about .$1,900 per ship per transit, over and

above the regular tolls. There is not now any authorized project

to increase die size of the locks, which are

the ultimate controlling factor of die Canal.

The Panama Canal Review 15
Greater Security

For Employees

Life insurance program

getting warm reception.

Robert Van Wagner, Employee Services Officer, discusses life insurance program with A. M. Parchment and Ellis L. Fawcett of the Latin American schools in Paraiso. Both support the program.

THE LIFE INSURANCE program

recently inaugurated for non-U. S. -citizen employees of the Company-Goveni ment and other Federal agencies in the Canal Zone has met with a warm

welcome from employees of the Canal

organization.

With approximately half of the 12-week signup period completed, some

.5,100, or more than .50 percent of the 9,500 eligible employees of the Company-Government have signed for the

hie insurance coverage. Hundreds more

are expected to join the program before

Information Booklets Readied

On Health Insurance Plans

INFORMATION booklets giving

complete information about benefits provided by the various group health insurance plans available to U.S. -citizen employees of the Company-Govemment

are to be distributed to all such

employees early this month.

Under provisions of the group

health insmance program of the Federal

Government, all employees are to be

given an opportunity to change insur- ance plans before November 1, if they

wish to do so. The recent increase in charges for medical care in Canal Zone

hospitals has resulted in an increase in rates for the Canal Zone Benefit Plan,

effective November 1, but the other plans available to U.S. -citizen employees were not affected. Similar booklets describing the

health insurance plan available to nonU.S. -citizen employees will be prepared

as soon as details of the new plan can be developed. Like the altered Canal

Zone Benefit Plan for U.S. -citizen employees, the revised plan for non-LI.S.-

citizen employees will provide increased coverage to compensate for the increased

medical charges.

Applications which can be used to

join the program or to change from one

plan to another will be available from

the insurance counselor in each unit of the Company-Govemment organization.

Employees not wishing to make any

change in their present insmance pro- gram do not have to file an application

to continue their present plan; it will be

continued automatically.

A comparison of the new medical

care charges for non-U. S. -citizen eml^loyees and the coverage to be provided

by the revised group health insurance

plan was not yet available at Review

press time, but will be published in the October 6 issue. A similar comparison

of the new charges and group hospital coverage available for U.S. -citizen emplovees was given in the August issue

of the Review.

the deadline of October 10, after which

physical examinations may be required

of applicants.

The life insurance program, styled on that provided for U.S. -citizen employees, provides life insurance on the

basis of annual earnings. The minimum

policy provides $2,000 coverage and the maximum is $10,000. The bi-weekly

cost per $1,000 of insurance is 27'/2 cents, or $7.15 per year. The insurance also provides double

indemnity for accidental death. Robert

Van Wagner, Employee Sei'vices Officer

of the Personnel Bureau, said all insur- ance counselors in the various units of the Company-Government have been

provided with explanatory materials and application forms for the insurance. The new program is another major

step in extending fringe employment

benefits to non-U. S. -citizen employees

in the Canal Zone. Other fringe benefits include coverage of the non-U. S. -citizen employees under the Civil Service Retire- ment Act and the group health insurance program. Under the group life insurance

plan, no physical examination is required

if the employee becomes insiued within

the present enrollment period or within

30 days of employment. At the time of retirement, the employee will have 31

days in which to convert the insm'ance

to any plan he desires. Any person insiu'ed imder the pro- gram who becomes totally disabled from

either injury of illness prior to his 70th

birthday will be insured for 1 year after cessation of premium payments. The

policy also provides compensatory pay- ments for loss of major body parts, such

as eyes, legs, hands, and arms.

16 September 1, 1961
UJortn Knowing,

A DOZEN interesting featines on

prc-Colombian Isthmian eultuie are ineluded in the latest issue of The

Panama Archaclogist, now available

locally. This is the third consecutive

annual publication of the Panama

Archaelogical Society.

The volume contains reports of

field work in Chiriqui, Old Panama,

Code, and Venado Beach, and has 26

illustrations, both line drawings and

photographs. The articles deal with new

approaches to cultural features in Chiriqui and Old Panama, further develop- ments on findings in Code and Venado

Beach, and descriptions of especially

interesting artifacts and examples of contemporary and indigenous Indian

cultin-es. The lead article is one by the noted

German archaeologist. Dr. Wolgang

Haberland, on work done in Chiriqui

Company Steamship Sailings

THE SCHEDULE of the SS Cristobal between New Orleans and the Canal

Zone will be changed from 10 days for the round trip to 14 da\ s, effecti\c with the

sailing from New Orleans on September 26. The faster schedule has been in effect

this summer to facilitate travel of Company-Government personnel taking home leave. Sailing and arri\'al times for the ne.xt month are as follows: Leave Arrive Leave

New Orleans Cristobal Cristobal September 2 September 6 September 6

September 12 September 16 September 18

September 26 September 30 October 2 The new schedule for the fall, winter, and spring calls

Arrive

Nciv Orleans

September 10

September 22

October 6

for the ship to lea\'c

New Orleans at 1 p.m., every other Tuesday; arrive at Cristobal at 7 a.m., every

other Saturday; leave Cristobal at 1 p.m. every other Monday; and arrive in New

Orleans at 8 a.m. every other Friday.

(Cuntiiuicd fr Drivers in

Practice on the obstacle course fol- lows, with scoring based on a demerit

system, in which the best score possible

is zero. Combining speed requirements

against such mistakes as bumping into one of the obstacles, each error or too- slow operation results in a predetermined number of points, with the object

being to get as low a score as possible.

Passing score for the test is 1,200.

Anyone scoring higher than that is given more training. It is a point of some

merriment but obvious pride among the committee members that one of the top

nine operators now listed on the board was unable to pass the test on his first

try, primarily because of an inability to control the machine properly when

operating it in reverse. Those around the piers who are in a position to know, give unqualified

endorsement to the training.

J. H. Rheney, foreman of the Motor Transportation Repair Shop in the Cristobal

pier area, which maintains and repairs the fork-lift trucks, has a number of laudatoiy comments about the program.

"It's pretty easy to damage one of these machines if you don't handle it properly, " he notes. "A lot of the damage

is caused because these men haven't

oni p. 13)

Training

imderstood what the fork-lifts can and

can't do. I'm sure this is going to help

correct that situation."

J. VV. B. Hall, chief stevedore fore- man of the Cristobal pier area, also praises the program. "It costs us about

$2.-50 to repair a pallet on which one of the boards has been broken b\- ramming

one of the forks into it while attempting

to load it. That doesn't sound like much,

but in a year's time it can cost a lot of money. And you can well imagine what

one of those forks will do to cargo—say an air conditioner—if the operator misses

the pallet and rams it. We're teaching

them to operate their trucks as fast as possible—but consistent with safety.

I know it's going to help a lot." "We're pretty proud of this pro- gram," admits E. B. O'Brien, Jr., Superintendent of the Terminals Di^ision,

"but we're also real proud of the employee committee which is administering it. They have taken a real interest and aroused a lot of enthusiasm

among the dri\'ers to do the best they

know how, v\'hile learning to do a better

job. We know it will pay off through

greater pride among the men, better w ork performance, and reduced damage

and accidents."

Province. Dr. Haberland, a member of the local Society, is a constant contrib- utor to the Society's publications.

Other articles deal with projectile

points, by Dr. Russell H. Mitchell;

spindle whorles, by Dr. Leo P. Biese; metal and pottery associations, by Gerald

A. Doyle; fabric and metal figurines, by

Dan Sander and Dr. Mitchell; "Pre- ceramic Engineers," by Kenneth W.

Vinton; an exploration in Code by Philip

L. Dade; C-14 dates for Venado Beach,

by Dr. Samuel K. Lothrop of the Harvard Peabody Museum; and a report on a pottery stamp from Chiriqui, by

Dan Sander. There also are brief descriptive

articles by Karl P. Curtis; on a stone mask by Dr. Mitchell; and the "Cucua"

costmne, by Mrs. Beatrice Curtis. Philip

L. Dade is editor of the publication and

Mrs. Thelma H. BuU is assistant editor.

HOWARD C. PETERSEN, president of the Fidelity-Philadelphia Trust Co. and longtime member of the Board

of Directors, Panama Canal Company,

last month was appointed by President

Kennedy as a special assistant to pre- pare an international trade program to replace the reciprocal trade program

next June 30. Mr. Petersen is to surve)- the recij')- rocal hade program and developments in international trade and help draft legis- lative proposals, while coordinating

acti\ities of all departments interested

in the trade-agreements program. He

w ill continue as a member of the Panama

Canal Company's Board of Directors.

NOTICE TO READERS

BOUND copies of volumes 10

and 11 of The Panama Canal

Review (August 19.59 through July

1961) now are available on special order for a limited period. Orders

should be received before November 1, 1961. The price will be $13.50

for each book containing both volumes

The 24 issues will be bound in fabrikoid, with gold stamping on the

cover, similar to previous bound

copies. Covers are available in red, black, green, brown, or blue. Temporary binders of board and Linson

cloth, in light blue only, are available

at $2.50 per set. Heavier temporary

binders of board and fabrikoid, in dark blue only, are $3 per set. Orders addressed to the Superintendent. Printing Plant, Box 5084.

Cristobal, C.Z., should be accompanied bv a postal money order or local check, pavable to the Treasurer, Panama Canal Company.

The Panama Canal Review 17
John Palmer Smith, Jr.

SAvamp Tamer

and

Administrator

The joUoxiing article, in a slightly longer version, teas published in a recent issue of the "Health Officers News

Digest," a publication of the Public Health Committee of the Paper Cup 6- Container Institute. Because of its interest to Canal Zone residents, permission was obtained to reprint it in The Panama Canal Review. Mr. Smith

recenthj was ranted to succeed William Broicn as Assistant

to the Health Bunau Director, but will continue to serve as Chi( f of the Sauiiatiim Division in addition to his iicif duties.

AMERICA'S SCHOOL childien

learn at an early age the dramatic story of the construction of the Panama Canal

and how its completion was made possible bv the sanitation, yellow fever, and

malaria control measures applied by

Gorgas and LaPrince. Few adults realize, however, that even today constant effort

is necessary to assure the health of the

host of workers who keep this great

engineering marvel functioning. For the past 20 vears it has been

the job of John Palmer Smith, Jr., to maintain the sanitation protection of the Canal and the surrounding Canal Zone. The present official position of this energetic man in his late fifties is Chief,

Division of Sanitation, Health Bureau,

Canal Zone Government.

The Sanitation Chief answers to tlic nickname "Pam" because in the rela,\ed

drawl of the "low-country" of South

Carolina around Charleston where he was born, his middle name was pro- nounced "Pama." He is a graduate of Porter Military Academy in Charleston andof Clemson College in Clemson,S.C.,

from which he received a bachelor's degree in civil engineering. After leaving Clemson, Pam worked

during the mid-twenties for a speculalive homebuilder in Washington, D.C.,

advancing from fori man to field superintendent. In 1927, he got his introduction into tropical sanitation when hv

joined the United Fruit Co. and was

sent to Santa Marta, Colombia, as general foreman of their construction department. His job i i luded the construction and majntenai:. f of buildings,

dwellings and hospitals, roads, municipal utilities, and irrigation structures. While he was stationed at Santa

Marta, he met and married Eva Flye,

whose father, a Yankee from Maine, had

a coftee plantation in the mountains

overlooking the city. In 1931 he moved his wife and two

sons back to the States, and with the depression in full swing he worked

at whatever jobs he could find in engineering and architectural design,

carpentry, and building.

Palmer Smith spent 8 months in the Hell Hole Swamp of eastern South Carolina, which abounds in rattlesnakes, water moccasins, razorback hogs, and

malaria mosquitoes. Part of the time he was making transit surveys of cutover timberlands with a crew which included two men with masters degrees in engineering, an unemployed bootlegger, and

a still operator. During the rest of his time there he was in charge of malaria

control drainage for the State Health

Department.

Then in 1934 he became Distiiet Sanitarv Engineer for the Army Third

C'orps area, covering Pennsylvania,

Maryland, and Virginia. His job was to see to the sanitation of approximately

200 Civilian Conservation Gorps canijis. On this assignment, while checking the water supply of a remote mountain town near a proposed GCC camp, he

recalls he asked a town elder whether

there was a chlorinator. The reply he

received was: "We got one, mister, but

don't let the damn thing wori-y you none. We onl)' use it when an inspector comes

from the State Health Department, and

that ain't often!" When the U.S. Navy offered Smith

a job in 1938 as Assistant Engineer

(Civil) at its base at Coco Solo, C.Z., he went into a huddle with Eva before

deciding. It didn't take them long, however, to agree that the job offered in- teresting possibilities, since both of them

liked the tropics and both spoke Spanish.

Coco Solo was an active and soon-to- be-e.\panded aviation and submarine

facilit\'. Pam's principle dut\- was devel- opment planning for expansion at the

site as programed bv a task group in Washington.

Two years later he transferred to the Panama Canal as an assistant

engineer doing estimation, specification

writing, and job planning. In September of 1941, he was approached by Gen. M. G. Stayer, Chief Health Officer for the Canal, who needed a sanitation engineer. Pam agreed to join his staff on a temporary basis, but has remained with

the Canal's Health Bureau ever since. With our entry into the war, Pam's

responsibilities grew, for the Canal Zone

became the administrative center of the

Antilles Theater, covering all of the Greater and Lesser Antilles i.slands of the Caribbean.

Things were calm for a while after the war, but in 1948 there was an out- break of jungle yellow fever. The Canal

Zone, the Republic of Panama, and the Fan American Sanitary Bureau joined

forces in a drive to vaccinate everyone

in the Zone and the Republic, and also

to eradicate the Aedes acgijpti mosquito.

18 September 1, 1961
the urban \'ector of >ellow fever, to prevent explosive epidemics in the

cities. Eradication was achieved in 1951,

and since then there has been no evi- dence of the mosquito in the Zone or the Republic.

In his jo!) as it is prescntlv consti- tuted. Palmer Smith and his staff of about

1.3.5 men deal in the Zone with all the usual phases of a health department's

cn\'ironmental sanitation program. He

says they all feel the weight of their responsibility to protect the health of the residents and of the approximately

7.50,000 passengers and crewmen of the

vessels using the Canal and its ports each

year. Because of the experience he has gained in his 20 years of ser\iee in the Zone, he is called upon frequenth' for ad\!ce in soKing sanitation problems in other tropical and subtropical countries. Pam is active in the affairs of several professional engineers' groups, notably

Sanitary Engineering, of which he is a charter member and is a diplomate in public health of the American Academy

of Sanitary Engineers. He also takes a

livelv interest in his church, the YMCA,

and the Canal Zone Bov Scout Council.

For recreation he enjoys golf and

photography.

The Smiths live in a ranch-stsle house at Balboa Heights on the Pacific end of the Zone. In addition to the two

bovs born in Colombia, there are two

other children, a girl and a bov, born in Ancon, Canal Zone. The two older boys

attended college in the States and are now working away from home. The third

child, Mary, is currently attending the Canal Zone Junior College, but will complete her college education in the

States. The youngest son, now 15, is a sophomore in high school, and also will attend college in the States when ready.

Recently, Palmer Smith was offered

a challenging job in Pakistan because

of the international reputation he has

earned. He turned it down because he

said he preferred to consider the Zone

his permanent home until the time for

his retirement. He felt that his experi- ence would be more valuable to the people in the area than it would be to people on the other side of the world,

where conditions and needs might be

quite different. Against the time when he will be

retiring, he has held title to his familv's riverfront homestead in Charleston

County, S.C. There he says, he hopes

"to fish and garden and entertain our

children, grandchildren, and relatives among the live oaks and magnolias."

And among his friends in the Zone he

is promoting the idea of their building

homes for themselves on his land "so that our pleasant associations mav

continue " beyond tlieir retirement.

Workmen put finishinj; touches on stillinn basin btlciw olil laiiioad bridge.

Going Strong at 1 00-Plus

SOMETHING NEW has been

added to a structm-e which has imdergone a number of changes and served a varietv of purposes on the Isthmus for more than 100 years. The structure involved was built originally as a bridge for the Panama

Railroad, on its original route across the Isthmus. Later, it was modified to serve

as a dam to impound water of the Rio

Grande near Contractors Hill, while the top of it was used to carry vehicular

traffic, rather than the relocated railway. For man\' \ears, the water im- pounded behind the dam was the principal source of suppl)' for the Pacific side

of the Isthmus, including Panama City.

With the reservoir no longei- being used

to impound water for treatment by the Zone's Pacific-side purification and filtra- tion plant, a hole 5 feet in diameter

recently was made through the bottom

of the dam to permit the water to escape

to the Canal.

Tlie limited size of the hole in the dam. coupled with the \olunie of water which at tim.'s collects upstream from

it, causes considerable turbulence and

potentially destmctive force in the water

being discharged, so a stilling basin

designed to dissipate the turbulence and

force of the flow has been built just

below the dam.

The project is part of a flood control SNstem for the Rio Grande drainage area.

It is associated with a recentlv constructed cuKert under the relocated

section of Borinquen Highway and with

the concrete spillwav just south of Contractors Hill through which the river enters the Canal. By dissipating the force of the water flowing through the stream during

periods of hea\ v rainfall, the dam and

stilling basin permit the gradual dis- charge of the water without detriment

to downstieam strictures or to ship

traffic in the Canal.

The Panama Canal Review 19
ANNIVERSARIES

(On the basis of total Federal Service)

IMG AND ] ^OW^ BUREAU J

CIVIL AFFAIRS BUREAU

Charles E. Sl^nt Contrabani Joshua A. Cu

Police Private Casey J. Hall

Police Private

ENGINEERING

CONSTRU;

C. A. Philpotts Clerk Abraham Cruz

Helper Welder

Justino Ortega Heavv Laborer

HEALTH BUREAU

Idridge urse aupe^jsor

tyuerwv

mistress PERSONNpLlBUREAU

mployeeRelations

TRANSPORTATION AND

TERMINALS BUREAU

Douglas M. White

Chauffeur

ADMINISTRATIVE BRANCH

Edward Pusey

Multilith Operator

Wilfred Kindall

File Clerk

CIVIL AFFAIRS BUREAU

Michael Zombory

Assistant Chief, License

Section Robert J. Douglas

Fire lieutenant

Lindstroin L. Taylor

Firefighter Arthur L. Blyslone

Police Private Evelyn H. Howell

Library Assistant

ENGINEERING AND

CONSTRUCTION BUREAU

Leonard Gordon

Analytical Chemist

Milford K. BaUey

Lead Foreman Engineman

Felix M. Townsend

Seaman

Wilfred H. Inniss Helper Cable Splicer Vivian Naris Swaby

I'^ireman Milton Davis

l,ead Foreman Armature Winder

Jose D. V4squez

Heavy Laborer H. N. Johnson, Jr. Refrigeration and Air Conditioning Mechanic

Henry M. Robinson

Floating Plant Oiler

Clifford Hartley

Helper Furniture Hepairman

HEALTH BUREAU

Laura N. Scott Nursing Assistant Iceline Simmons

Pantryman

Lillian F. de Gomez

Clerk Typist

Eric H. Ferguson

Storekeeping Clerk

MARINE BUREAU

Bud R. Emery

Chief Engineer, Towboat or Ferry

George R. Munay

Chief Engineer, Towboat or Ferry Walter M. Hartr _ Lead Forem>m Locks CSntroI House

Joseph T. Cope

Leatl Foreman Locks

Control House

Leslie W. Croft Lead F"orem;i Control John G. BoswjFll n

IjCader Loqk Operator | Machinist i~—

Rupert Maynard

Helper I_,ock Operator

Evelyn O. Baker

Maintenance Painter

Billic B. Gray

Lock Operator

Nicolas Hernandez

Deckhand

Jose Hall Heavy Laborer

Julio Lopez

Helper Lock Operator

Julian Archer Deckhand

Lefard A. Bennett Launch Seaman

Clifford Bynoe

Seaman

Rufus Ellis Boatman

Francisco Diaz Boatman

Juan Gonzalez

Carpenter

Anthony H. Hopiak

Leader Shipwright

OFFICE OF

THE COMPTROLLER

Russell A. Edwards

Time, Leave, and Payroll Clerk W. K. Galloway

Plant Accounting Assistant PERSONNEL BUREAU

Ed^aMll A.'UnMilan

Myra Olton Pantryman

Hubert L. Joseph

High Lift Truck Operator

Harry A. Smith

Heavy Laborer Frank E. Day

Assistant I^etail Store Manager

Telmo P. Cooper

Baker

Carlota de Navarro Laundry Checker

Florentino Uaytoli

Utility Worker

Alfonso Rivera Kitchen Attendant Adolfo Mera

High Lift Truck Operator

TRANSPORTATION AND

TERMINALS BUREAU

' afPPLY ANDU:dRIMUNITY
PROMOTIONS AND TRANSFERS

July 10 through August 10

EMPLOYEES who were promoted

or transferred between July 10 and

August 10 are listed below. Within-grade

promotions and job reclassifications are not listed. ADMINISTRATIVE BRANCH

George Vieto, from Supc-rvisory Passenger

Traffic Officer, to Traffic Manager.

Constance L. Bishop, Marie M. Herbling,

from Passenger Traffic Cleric,, to Pas- senger Rate Assistant. CIVIL AFFAIRS BUREAU

Customs Division Joseph S. Corrigan, from Contraband Control Inspector, to Customs Inspector. Salvatore Rinaldo, from Customs Guard, to Contral>and Control Inspector. Rudolph L. Crespo, from Customs Guard,

to Customs Inspector. Postal Division Glenn R. McNall, from 'Iheater Doorman,

Supply Division, to Window Clerk Substitute. Charles D. Ward, from SiKiialman, Navigation Division, to Distriljution Clerk Substitute. Division of Schools Melida M. Bembenek, Clerk-Typist, from

Gorgas Hospital.

Frank Jackman, from Heavy Laborer, to Dressing Room Attendant. George H. Sylvester, from Laborer Cleaner,

to Leader Laborer Cleaner. Carlos Chanis, from Heavy Laborer, Maintenance Division, to Laborer Cleaner. ENGINEERING AND CONSTRUCTION

Joseph Stultz, from Office Machine Operator, to Clerk, Engineering Division. Dredging Division George F. Smith, from Dipper Dredge

Engineer, to Chief Engineer, Tovvboat

or Ferry. William K. Renner, from Third Assistant Engineer, SS "Cristobal," Water Transportation Division, to First Assistant Engineer, Pipeline Dredge.

Asbury A. Harris, Jr., from Lock Operator

Machinist, Locks Division, to Marine

Machinist.

Cecil A. Aichbold, from Utility Worker,

Supply Division, to Clerk. Gerardo Cosca, from Apprentice Carpenter,

to Apprentice Machinist. Albert G. Brown, Cliford S. Tonilinson,

from Detention Guard, Police Division,

to Seaman.

Luis Torrero, from Winchman, Terminals

Division, to Debris Control ^^'inchman.

Jose S. Perez, from Higli Lift Tnick Operator, Terminals Division, to Debris

Control Winchman.

Rudolph A. Thompson, from Helper Lock

Operator, Locks Division, to Seaman.

Alburn A. King, from Helper Marine

.Machinist, to Toolroom Attendant. Johnathan Harriott, from Helper Boiler- maker, Industrial Division, to Helper

Marine Macliinist. Gerardo Rivera, from Dock Worker, Terminals Division, to Truck Driver. Teodoro Ayarza, Cesario Ruiano, from Dock

Worker, Terminals Division, to Launcli Seaman.

Gerardo Gill, from Clerk Checker, 'ler- minals Division, to Launch Seaman.

Fidencio Echaverra, Saturnine Fragueiro,

from Dock Worker, Terminals Division,

to Boatman.

Rito Ruiz, from Grounds Maintenance

Equipment Ojierator, Community Services Division, to Boatman.

Vincent L. Thomas, from Radroad Track- man, l^ailroad Division, to Boatman. Dudly G. Blanchard, from Dock Worker,

Tenninals Division, to Helper Rigger. James D. Raymond, from Laborer, Community Services Division, to General

HeliJer. Frances A. Wade, from Laborer Cleaner,

Commimitv Services Division, to Floating

Plant Wiper.

Heraclio Dominguez, from Dock Worker,

Terminals Division, to Heavy Laborer. Alphonso H. Thomas, from Utility Worker,

Supply Division, to Heavy Laborer. Juan Justiniani, from Dock Worker, Terminals Division, to Heavy Laborer.

Jose D. Vasquez, Heavy Laborer, from

Maintenance Division. Bolivar Wilson, from Laborer, Maintenance

Division, to Heavy Laborer. Nazario Gondola, from Dock Worker, Terminals Division, to Laborer.

Electrical Division Thomas R. Dugan, from Life Guard, Division of Schools, to Apprentice Cablesplicer. Hubert J. Jordan, from Window Clerk,

Postal Division, to Apprentice Electrician. Douglas A. Harding, from Leader Heavy

Laborer, to Maintenanceman.

Bumell F. Dowler, from Operator-Diesel Machinist to Operator-Foreman Mechanic.

Ruben Eversley, Reginaldo A. James, Jr., Hugh L. Shannon, Vibert Turner, Jose

A. Cordova, from F'ower Plant Wiper, to Heljier Electrician, Power Plant. Harold L. Fairclough, from Heavy Laborer

to Helper Electrician. Amos A. Brathvvaite, from Waiter, Supply

Division, to Heavy Laborer. Maintenance Division Howard W. Osboni, from General Manage- ment Engineer, to Maintenance Engineer.

Ruth B. Krziza, from Clerk Stenography to Secretary Stenographv'.

Muri'hy B. Alexander, Waldo B. Gilley, Peter A. Warner, from Lead Foreman to General Foreman. Roger E. Hanior, from Guard Supervisor,

to Water Svstems Controlman.

Bertie Gittens, from Painter, to Leader

Painter. Carol A. Scott, from Field Tractor Operator, to Automotive Equipment Operator.

Venion B. Snu'th, from Timekeeper, to Clerk. Andres DeGracia, from Laborer, to Helper

Refrigeration and Air Conditioning

Mechanic.

HEALTH BUREAU

Samuel Moore, from Housekeeping .\id, to Nursing Assistant, Gorgas Hospital. Coco Solo Hospital Dr. Edwin T. Ricketts, Medical Officer, from Gorgas Hospital. James E. Agee, from Phannacist, to Supervisory Pharmacist.

Nellie S. Hickman, from Head Dietitian, to Assistant Chief Dietitian. Fred L. Workman, from Funeral Director,

to Hospital Housekeeping Officer.

Albert A. Smith, from Timekeeper, to Clerk. Roger J. Games, Clerk-Typist, from Gorgas

Hospital.

MARINE BUREAU

Navigation Division Robert D. Valentine, from Probationar>'

Pilot, to Pilot. Jose D. Regalado, from Laborer, Community Services Division, to Deckliand.

Victor Ramos, Heavy Laborer, from Terminals Division.

Industrial Division Steven E. Garnett, from Clerk, Terminals

Division, to Apprentice Machinist.

Cecil Morgan, trom Fire Fighter Driver

Op-erator, I-ire Division, to Apprentice

Boilermaker. Entimo Amaya, from Dock Worker, Ter- minals Division, to Helper Machinist. Arnold T. Alphonse, Robert M. Jolliffe, Jr., from Utility Worker, Supply Division, to Lal)orer Cleaner. Locks Division Widiam L. Bcin-.ett, Irom .'Apprentice EleeIrician, Electrical Division, to Electrician. James J. Boughncr, James W. Morris,

Apprentice Electrician, from Electrical Division. June A. Stevenson, Clerk-Typist, from Employment ai.il Utilization Division. John J. Christopher, Roy Feurtado, Walter Hyde, from Heavy Laborer, to Helper

Lock Operator.

Gregorio Borbiia, Nicomedes Murillo, from

Railroad Trackman, Railroad Division, to Heavy Laburer. Juan B. Castro, Heavy Laborer, from Maintenance Division. Nathan Bams, from Laborer, Supply Division, to Heavv' Laborer,

OFFICE OF THE COMPTROLLER

Accounting Division Florence M. Pierson, from Supervisory

Accounting Clerk, to Supervisory Accounting Teeluiician. Anne A. Lawson, Frances F. Smith, from

Accounting Clerk, to Accounting Technician, Gilbert M. Smith, from Graduate Intern, Business Administration, Supply Division, to Accountant. Paula C. Decker, Clerk-Stenographer, from

Safety Branch. Maria E. de Ycaza, from Clerk-Typist, Division of Schools, to Time, Leave, and

Payroll Clerk. James A. Dowlin, from Clerk-Typist, Supply

Division, to Office Nhichine Operator.

Lloyd B. Joseph, from Timekeeper, Motor

Transportation Division, to Office Machine Operator.

Manuel S. Rivera, from Electrical Accounting Machine Operator. Emiiloyment and

Utilization Division, to Office Machine

Operator.

SUPPLY AND COMMUNITY SERVICE

Harry C. Egolf, from Superintendent,

Housing Branch, to Chief, Community

Services Division. Wendell G. Cotton, from Supervisory

Housing Manager, to Superintendent,

Housing Branch. Clarence W. Kilbey, from Chief, Administrative Section, Service Center Branch, to Service Center Assistant Superintendent

(See p. 22)

The Panam.a Canal Review 21
{Continued from p. 21)

Plnllis D. Powers, from Service Center

Siipersisiir, to Aceoiinting Assistant. Marcella E. Thompson, from Clerk-Typist,

to Clerk, Catering.

r. i r-i I *„ George Thorbourne, from Cash Clerk, to Guest House Assistant. Douglas C. Best, from Sign Painter, to

Cleneral Illustrator. „ u * Alfred A. Cox, Kail L. Hams Jr., Roberto O Martin, Undine M. Reid, Josehna 11. Thome, from Clerk, to Guest House

Lorldand Rail, from Telephone Operator,

to Guest House Clerk. , , , loseph Richards, from Leader Laborer, to Leader Hi.gh Lift Truck Operator^

David S. Beckett, from Clerk, to Service Center Supervisor. ., uPliilip Walker, from Bookkeeping Machine

Operator, Accounting Division, to Clerk, lohn Hull, from Clerk, to Accounting C erk. Llovd S. Smith, from Accounting Clerk, fenninals Di\ ision, to Clerk Harold F. Brown, from Truck Driver, to Motor Vehicle Operator.

Clifton M. Vasselle, from Heavy Laborer,

to Maintenance Carpenter Marcos A. Argiielles, Victor A. Marks, Luis

* Pleitez, Justo Vega, from Warehouseman, to Guard. . Selvyn L. Moody, Gilbert Thompson, from

Helper Rigger, to Crane Hookman.

Honorio Magan, Wilfred A. Richards, Pedro Sotomayor, from Heavy Laborer.

to Crane Hookman. ,, u George A. Jackman, Ernest A. Jones, Hubert

S. Robinson, from Warehouseman, to Stockman. , ,. ,,, , George W. Wallace, from Utility Worker,

to Storekecping Clerk. Eugene A. Johnson, from File Clerk, to Stock Control Clerk. Winston A. White, from Waiter, to W alter

C^aptain. . ,,, , Wilmoth L. Davis, Urbane Vasquez, from

Kitchen Attendant, to Cook.

Allensword Williams, from Heavy Laborer,

to Cook. ... 1 Gladys U. Weekes, from Counter AttcnUant, to Fantrvman.

Joaquin Cedeno, Ulric S. Moore, from Heavv Laborer, to Warehouseman.

AlfonsoC. Bennett, from Toolroom Attendant Locks Division, to Warehouseman.

Joseph Gall, Stanley B. Hunte, from Heavy

Laborer, to General Helper.

Nicolas Aguilar, Lewis W. Arm.strong, Henry J. Ford, Vincent C. Forde, George M. Weeks, from Laborer, to Heavy

Laborer. Ricardo Henry, Teofilo Gomez, from Laborer Cleaner, to Heavy Laborer. Norman J. Clarke, from Package Boy, to Heavv Laborer. Fernando A. Ponce, from Dock Worker,

Terminals Division, to Heavy Laborer. Daniel Guerrero, from Laborer Cleaner, to Laborer. Carl R. Cumberbatch, from Waiter, to Laborer.

Julian E. Brooks, John J. Drakes, from

Package Boy, to Laborer Cleaner.

P2dith L. Simpson, from Counter Attendant,

to Sales Clerk. Gabriel V. Adonicam, Jr., from Laborer, to Produce Worker.

Artemio E. Pacheco, from Laborer, to Grounds Maintenance Equipment Operator. Gregorio Marquez, Jose D. Ruiloba, from

Laborer, to Garbage Collector. C:andeIario Morales, Jose P. Pajaro, from

Laborer, to Grounds Equipment Operator.

Geraldine W. Allen, Constance S. Cadienhead, Ethlin J. Alston, from Utility Worker, to Counter Attendant. Lloyd G. Wilson, from Bus Boy, to Waiter.

Lester J. Leonard, Lester Payne, from

Waiter, to Utilitv- \\orker.

Hepburn S. Barber, Hector J. Markland,

Earl R. Samuels, from Package Boy, to

Utilitv- Worker. Ashton A. Brown, Jr., from Laborer Cleaner,

to fHilitv- Worker. Maud E. iJethune, from Laundry Worker,

to Laundrv Checker.

Iva L. Benton, from Doorman, to Ticket

Seller. TRANSPORTATION AND TERMINALS

Terminals Division George W. Rae, from Marine Superintendent, Water Transportation Division, to General Foreman Ship Cargo Operations.

William D. McArthur, from Liquid Fuels Ganger, to Leader Liquid Fuels Wharfman.

Aureliano Quiroz, from ^\'incllman, to Leader Ship Cargo Operations. Everett E. Dudley, Accounting Clerk, from

Industrial Division. Call DaCosta, Timekeeper, from Industrial Division. Cecil J. Dutton, from Timekeeper, Locks

Division, to Clerk. Rafael A. Vaughn, from Oiler to Fireman.

Isniael Melendez, from Dock Worker, to Helper Liquid Fuels Wliarfman.

Allan Toussaint, from Helper Licjuid Fuels Wharfman, to Oiler. Alejandro Cevillano, Ulric G. Easey, from

Duck Worker, to Heavy Laborer. Selwyn O. Brown, Hagar E. Salmon, from

Heavy Laborer, Locks Division, to Dock

Worker.

Victorio Bello, from Heavy Laborer, Maintenance Division, to Dock Worker.

Carlos E. James, from Dock Worker, to Clerk Checker. Pedro A. Magaiia, Joshua Samuels, Sylvester

Tracey, Lorenzo Alvarado, Pastor Solis, from Dock Worker, to Ship Worker. Motor Transportation Division Fermin L. Ibafiez, from Clerk, Engineering

Division, to Timekeeper. Leo M. Collymore, from Truck Driver, to Motor Vehicle Dispatcher. Arthur E. Richards, Hermon A. Williams, from Truck Driver, to Guard. Harry J. Ailant, Gustave A. Moller, Branford Doyle, from Truck Driver to Heavy

Trailer Truck Driver.

Ciranville R. Moore, from ChaufTeur, to Automotive Mechanic.

Morrell W. Clarke, Medad U. Evans, Manuel Edwards, Reginald W. Graham,

George G. Mandeville, Lionel Thome,

Stephen N. McClean, Sidney A. Tomlinson, from Truck Driver, to School Bus Driver. Cephas Daniels, from Chauffeur, to School Bus Driver. Wilfred Dailv, Ishmail O. Walker, from

Chaulleur, to Heavy Truck Driver. Ernest F. Sandiford, from Utility Worker,

Supply Division, to Helper Automotive

Macliinist. Raul H. Pinedo, Arthur N. Clarke, Ezra J. McClair, Samuel F. Jones, Rupert A. Vaughn, George McKenzie, from Truck

Driv er, to Heavy Truck Driver. OTHER iPROMOTIONS

PROMOTIONS which did not

involve changes of title follow: William G. Dolan, Chief, Fire Division. Robert G. Laatz, Maintenance Engineer,

Maintenance Division. Melvin E. Walker, Service Center Manager,

Supplv Division. Wilfred R. Waldrip, Commissary Store Manager, Supplv' Division. Robert L.Rankin, Slarine Traffic Controller, Navigation Division. George R. Cook, Construction bispector. Contract and Inspection Division. Frances M. Brandl, Dolores Espinosa, Staff Nurse, Gorgas Hospital. Patna L. Brown, Retail Store Supervisor,

Supply Division.

Jose A. Mufioz, Cook, Supply Division. Vivian Blandford, John B. Monrose, Alfred

S. Walker, Motor Wliicle Dispatcher, Motor Transpintation Divisiim. William Dunn, Edmond C. Elliot, Clerk- Tv pist. Dredging Division.

\'ictoria Campbell, Clerk-Typist, Supply

Division. Clyde M. Francis, Storekecping Clerk, Supplv Division. Clyford K. Foster, Hilton D. Perkins, Clerk, Supplv Division. Agnes C.Meade, Clerk, Coco Solo Hospital.

Alric H. Fisehle, Clerk, Corozal Hospital.

Benjamin Mojica, Baker, Supply Division. Kenneth O. Sealey, Sylvester L. Searles, Telephone Operator, Supply Division. Juan Guebara, Luis E. Hurtado, Utility Worker, Supply Division. Oscar Edmund, Grounds Maintenance

Equipment Operator, Community Services Division. Be Careful - Not a Statistic —ACCI DENTS

FOR

THIS MONTH

AND

THIS YEAR

JULY

Al-I. UNITS

YEAR TO DATE

FIRST AID

CASES

•61 '60 199 262

1778(397) 1769

DISABLING

INJURIES

•61 •eo 7 12

84(4) 73

DAYS

LOST

•61 '60 110 225

7740(58)13733

( ) l.ucks Overhaul Injuries Inclutlud in total.

92 September 1, 1961
CANAL

rUSTORY

50 Years Ago

SPECIFICATIONS and plans for the I()comoti\'es to tow ships through the

locks were sent to Washington 50 \ ears ago this month. Bids were to be sought on the 40 locomotives required for the

locks at Gatun, Pedro Miguel, and Miraflores. The system of towing outlined in the specifications was developed by

Edward Schildhauer of the Canal engineering staff. Two bids were to be asked, one for a locomoti\e to be used for test purposes and the other for the remaining

39, if the test machine was satisfactory.

About 66 percent of the concrete

for all the locks was in place. More than 80 percent of the concrete for the system

of locks at Gatun had been laid, concrete work at Pedro Miguel was 87 per- cent complete, and 31 percent of the concrete for Miraflores Locks was

in place. In order to increase the water

supply for the city of Panama, it was

decided that a new 20-inch water main

should be laid from the Rio Grande

Reservoir to replace the 16-inch main

then in use. Footnote to the developing awareness of h\gienic practices: Paper drink- ing cups were placed in the coaches of the Panama Railroad and the common

drinking cup previousK used was

abolished.25 Years Ago

THE TIES of friendship between

the United States and Panama have

been strengthened and a spirit of sincere

cordiality and mutual understanding

exists between the two countries, Panama

President Harmodio Arias told the Panama National Assembly.

In a message reporting that the 1936 treaty between the United States and Panama would be submitted to the National Assembly, President Arias lauded the Good Neighbor Policy of President Franklin D. Roosevelt and

expressed satisfaction with the economic

situation of the Republic.

In the Canal Zone, it was announced

RETIREMENTS

RETIREMENT certificates were

presented at the end of August to the employees listed below, with their birth- places, positions, years of Canal ser\ice

and future residence. Gertrudes Aguilar, Panama; Cattle Attendant, Mindi Dairy; 13 years, 3 months,

2.5 da\s; Panama.

Fitzherbert Boldeii, Barbados; Fork Lift Operator, Terminals Division; 4.5 years, 4 months, 16 days; Panama.

Valentin Cesar, Philippine Islands; Deck

Hand, Navigation Division; 8 years, 11 months, 19 days; Panama. Seymour S. Clarke, Barbados; Truck Driver, Motor Transportation Division; 38 years, 7 months, 17 days; Panama. Manuel Cortes, Costa Rica; Upholsterer, Motor Transportation Division; 41 years, 4 months, 29 days; Panama. Edward A. Dias, Jamaica; Deck Hand,

Navigation Division; .36 years, 9 months,

2 days; Panama.

William O. Felton, Indiana; Auto Repair

Machinist, Motor Transportation Division; 18 years, 10 days; Indiana. Eugene Ferdinand, X'irRin Islands; Chief

Checker, Haiti Office; 13 years, 2 mnntlis, 16 days; Haiti. Noel E. Gibson, Illinois; Shop Teacher,

Division of Schools; 26 years, 4 months,

15 days; Florida. David W. Hawthorne, Canada; Supervisory Coffee Specialist, Supply Divi.sion; 23 years, 2.3 days; Tennessee.

Jose G. Hugues, Panama; Illustrator, Engineering Di\ision; 18 years, 1 month,

14 days; Panama.

Ezra A. Josephs, Jamaica; Fork Lift Operator, Terminals Division; 26 years, 11 months, 20 days; Panama.

William E. Kirkland, Scotland; Diesel Engineer, Electrical Di\ision; 20 years, 10 months, 12 days; Panama, for the

present. Levi A. McLean, Jamaica; Public Works

Section, Maintenance Division; 26 years, 11 months, 13 days; Panama.

Andres Ortiz, Panama; Helper Painter, Maintenance Division; 26 years, 11 months, 13 daws; Panama.

Willis N. Pence', North Carolina; Electrician, Electrical Division; 17 years, 8

montlis, 14 da\s; Florida. Joseph M. Raylson, New York; Supenising

Purchasing Agent, New York Office; 29 years, 6 months, 14 days; New York. Ephama Rojas, Panama; Helper Mechanical, Pacific Locks; 37 years; Panama.

Capt. Frank J. Russell, New York; Pilot, Navigation Division; 22 years, 6 days;

New Orleans. Mohan Singh, India; Dock Employee, Terminals Division; 31 years, 2 months, 22 days; Panama.

Josiah E. Wilkie, Jamaica; Dock Employee,

Tenninals Division; :34 years, 10 montlis, 2 dav.s; Panama.

that a minimum of S500,000 would be

spent during fiscal year 1936 and nearly

$2 million in fiscal year 1937 on new

construction in the Z(me. Plans included

building a new post office in Balboa, a new Balboa Magistrate Court, moving

and rehabilitation of the Ancon movie

house, construction of two new buildings in Cristobal, and a new Ancon

Police Station. A petition asking the President of the United States and Congress for enactment of a law which would pro\'ide

Piuiama Canal constiiiction employees

witli a higher rate of retirement pay

was circulated in the Canal Zone. 10 Years Ago

A REPLACEMENT housing pro- gram for the Canal Zone which would

cost $11 million was announced by Col. George K. Withers, Engineering and

Construction Bureau Director. The work

would include construction of 484

apartments in Siher City (since re- named Rainbow City), Paraiso. Diablo

Heights, Balboa, Ancon, Margarita, and

Gatun, he said. Pay raises were in the books for all classified employees of the Federal Government in the Canal Zone as the House

of Representatives passed a bill authorizing a S400 per year boost in salaries. Raises also were expected for policemen,

firemen, teachers, and postal employees.

More than $1,.500,000 was spent in Panama by the Canal organization during

fiscal year 19.51, according to an official report. This was in addition to salaries paid during the year to non-U. S. -citizen emploN'ees.

One Year Ago

THE FLAG of the Republic of Panama, together with the United States

flag, was raised at Shaler Triangle in the Canal Zone 1 year ago this month. The

ceremony was attended by Governor

Carter and high oflScials of both Panama

and the United States, including U.S. Ambassador to Panama Joseph S . Farland. Shaler Triangle, where the two flags

ha\e flown side by side even' day since September 21, is located a short distance from the new 4-lane highway which is being constructed as an extension of the approach to the bridge o\er the Canal

at Balboa.

The Panama Canal Re\ie\%- 23
S H I ? ? I M G

Midsection of sliip is towed through locks.

Unusual Customer

A RECENT Canal customer, and

one of the most unusual in some time, was the midsection of a cargo ship which was being towed from Japan to Balti- more, where it is to be fitted on to the bow and stern of the cargo vessel David

D. Irwin. Three Panama Canal tugs were

used to tow the 415-foot section from

Balboa to the Cristobal breakwater,

where she again was taken in tow by

the Japanese sea-going tug Daisho Mam

No. i, wliich brought it here from Japan

via Hawaii. Norton Lilly acted as agent

at the Canal.

TRANSITS BY OCEAN-GOING

VESSELS IN JULY

I960 1961 Commercial 941 931

U.S. Government 17 11

Total 958 942

TOLLS"

Commercial $4,683,578 $4,777,.367

U.S. Government- 127,137 55,1.33

Total .$4,810,715 $4,832,500

CARGO (long tons)

Commercial 5,583,670 5,626,160

U.S. Government- _ 134,517 71,319

Total 5,718,187 5,697,479

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

Windjammer Transits Canal

Wnn A CREW of working guests

aboard, the windjammer Yankee passed

through the Canal from Cristobal to Balboa during August, en route to the South Seas on an 18-month round-theworld cruise. The Yankee, which is a sailing ship

in the old tradition, is a veteran of four previous cruises around the world. She

previously has visited Canal ports on

several occasions, under command of the explorer, Irving Johnson. The vessel now is owned by

Capt. Mike Burke, whose Windjammer

Cruises, Inc., operates from Miami, Fla. Captain Burke has the largest fleet of

sailing ships in U.S. waters, including

the Poh/nesia and the Caribee, which

make lO-day cruises through the

Caribbean area. On her recent trip through the Canal, the Yankee's passengers included Mr. and Mrs. Barney LeVeau, both

graduates of the University of Colorado,

who are making a honeymoon cruise on

the \essel. The young newlyweds plan

to make a study of the cultures of primitive peoples during the trip. They are part of the working crew and, like other

guests, will stand watch and perform

other duties. The famous windjammer will visit Tahiti, the Polynesian Islands, the Solo- mons, New Guinea, Bali, Singapore,

Zanzibar, and then cross the lower

Atlantic to Rio de Janeiro. The vessel is due to return to Miami in February 1963.

Liner "United States" Coming

THE GIANT tians-Atlantic liner United States will call at Cristobal t\viee

during Febiiiary as part of a series of Caribbean cniises planned for the vessel

this winter. The liner, which is 990 feet long and 101.7 feet wide, will be one of

the" largest commercial liners ever to dock at a Canal port. She will not transit. Panama Agencies, agent for United

States Lines on the Isthmus, has

announced that the vessel will dock in Cristobal on both February 10 and

February 26. She will remain in port

from 7 a.m. the da\' she arrives until 5 a.m. tlie following day.

This will be the ship's first visit to the Canal and also will be the first time

that she has left the North Atlantic trade

to go on a winter Caribbean cruise. She

will be carr)ing appro.ximately 8.50 passengers on each visit.

New Bulk Carrier

ONE OF the newest Panama Canal

customers is the Norwegian bulk carrier Orm }arl, which made her first transit through the waterway about 2 months

ago, caiTving a cargo of coal from

Norfolk, Va., to Japan.

The Orm Jarl is the first of five similar ships being built in Sweden for the Det Nordenfjeldske DS of Trondheim, Nonva\ . The vessels are equipped

to carry grain or oO in the upper water

ballast tanks. The Orm Jarl is equipped

to carrv grain in her tanks. To facilitate the loading and unloading of the grain, each of the side tanks is provided with three small o\'al hatches. The ship is 25,100 deadweight

tons. She is 577 feet long and 75 feet wide. Agent here is C. Fernie & Co.

New Ship Master

THE ITALIAN LINE's Marco

Polo, which runs between Italy and

South American west coast ports on a monthK- schedule, made her July trip

under command of a new master. He is Capt. Aurelio Assereto, who was trans- ferred from another Italian Line vessel

to the Marco Polo to succeed Capt. Oscar Ribari, who recently was ap- pointed master of the 27,0b0-ton pas- senger ship Augustus, which plies

between New York and Italy.

24 September 1, 1961




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