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A^

NOVEMBER 1966
Robert J. Fleming, Jr., Governor-President

H. R. Parfitt, Lieutenant Governor ^^^b.

Frank A. Baldwin

Panama Canal Information Officer

Official Panama Canal Publication Published quarterly at Balboa Heights, C.Z.

Printed at the Printing Plant, La Boca, C.Z. Review articles may be reprinted in full or part without

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

Subscriptions, SI a year: airmail S2 a year; mail and back copies (regular mail), 25 cents each

Robert D. Kerr, Press OfiBcer Publications Editors Morgan E. Goodwin and Tomas A. Cupas

Editorial Assistants Eunice Richard, Tobi Bittel, Fannie P. Hernandez, and Jose T. Tunon

cAbout Our Cover

PHOTOGRAPHED AT THE ruins of the Cathedral of i>ld«E^aD^a and wearing the costumes which portray

the rich folklore of Panama are members of the conjunto

'^Wiythms of Bgnama, a dance group directed by Professor

Petita Escobar of Panama City.

Standing on top of tlie ruins are the "dirty devils,"

wearing trousers and shirts of rough muslin dyed red and

black, and terrifying masks with multi-colored feathers. They hold castanets and inflated bull bladders which

they use as accompaniment to their dances. The dance

of the "dirty devils" originated from the colonial era and

still is seen at the religious festival of Corpus Christi in the town of Los Santos. Brought to the Isthmus by the

Spaniards, it recalls the dances held in the Cathedral

of Sevilla. The five masked men in the center are the "cucuas" who live in the Code Mountains in central Panama. Their

costumes are made of the pounded bark of the cuciia

tree. The masks imitate deer heads; the whips tliey carry mark the rhythm of the dance.

In the center, wearing dyed feathers on his head and

a silver eagle on his chest stands a Doraz Indian chief,

a haughty tribe that lived in the Chiriqui area and has

long been extinct. Seated in the foreground are eight young women, also

wearing typical Indian dress. The two at either end are wearing the dress of the guaymi Indians who inhabit the

high mountains of Veraguas and Chiriqui. Next to them

and the two in the center are cuna Indians from the

San Bias Islands, the tribe never conquered by the

Spanish and the members of which still hve and dress

as they did before Columbus' discovery of America.

BetNveen the San Bias Indians are two girls from the

rural area of Ocu. The women of that area, the most

central of Panama, in the cool lands of Herrera Province,

dress as their ancestors during the Spanish colonial days.

There has been no change in their dress since then; and

when tourists go to Ocu for the San Sebastian Fair,

January 20, they are transported to the days when the

Spanish hidalgos ruled on the Isthmus.

Lovely senoritas wcax the present typical costume of Panama. Five at the extreme left wear the montuna, a wide skirt of printed chintz with white embroidered

appliqued blouse, hatless or wearing the typical straw

hat, and generally barefoot. The others are wearing

Panama's national costume, the elegant and elaborate

pollera, which has won international acclaim. In the center, majestically beautiful, is Miss Brenda

.\rosemena wearing the colors and stars of the

Panama flag. (Photo courtesy of Kodak Panama Ltd.)

Ever since the opening of the Panama Canal more than 50 years ago, people have flocked to see this engineering marvel. Today, a staff of trained, multi-lingual guides welcome visitors to the locks areas. These visitors pictured above, part of a Congressional party, were

not greeted by uniformed guides but obviously were fascinated by what they saw at Catun Locks, March 13, 1925.

November 1966
It's Panama's

63d Birthday

AS OUR COLORFUL cover s>Tnbolizes, the Republic of Panama is celebrating its 63d anniversary this month.

Panama's destiny began millions of years ago with the

formation of continents and oceans, the Isthmus becoming

part of the chain that united the great land masses of North and South America.

The Isthmian territories came to serve as a pathway

for the multitudes of mules that transported Inca treasures ultimately bound for Spain. Pirates and privateers

also were attracted to the Isthmus where they left bloody footprints.

The men who settled the Isthmus decided November

28, 1821, to separate from Spain. Guided by General

Jose de Fabrega, the Creoles—Spanish descendants bom

here—then began calling themselves Panamanians, like

their native brothers.

Panamanians later realized that because of its unique

geographical assets, Panama deserved a place on the

maps of the commercial world. The January 1855 completion of the Panama Railroad—the first transcontinental

rail line of the Americas—strengthened this conviction.

Thousands of men of varied races and nationalities crossed the Isthmus in wagons to share in the wealth of gold that had been discovered in California. Ingots of

the precious metal were transported by the Panama Railroad and, for the first time, large ships of many flags

anchored off an Atlantic coast port that had not been

mentioned for centuries—the port of Chagres. The main

Atlantic port was later established a few miles awav at what today is Colon.

The Panamanians were prepared to become one of the nations of the world November 3, 1903, when they

severed the ties that bound them to Colombia. Eleven

years later, the Panama Canal was opened to traflBc, benefiting commerce of the entire world.

In this anniversary of Panama's independence, The

P.\XAMA Canal Review salutes Panama, which has been

appropriately described as "the bridge of the world, the

heart of the universe."

CARIBBEAN SEA

PACIFIC OCEAN

3ndiex

F'ort San Lorenzo 4

Phvsician-Metallurgist 7

Governor's Driver 9

Panama Museum 11

Anniversaries 14

World Ports 15

Canal History 17

Shipping Statistics 18

Shipping Trends 18

Anglers' Retreat 20

Shipping .Notes 22

'I'he P.\na.\i.\ Can.\l Review
Fort San Lorenzo as seen from the air today. It was built almost 4 centuries ago by the Spanish to guard the mouth of the Chagres River.

It was protected on 3 sides by sheer cliffs and on all 4 sides by cannon but it fell twice to invaders. A New Look Being Given

To Old Fort San Lorenzo

A LONG awaited face lifting is being

carried out at historic Fort San Lorenzo,

built bv the Spanish in 1597 at the mouth of the Chagres River on the Caribbean side of Panama.

Boy Scouts from Panama and the Canal Zone plus Latin American stu- dents at the U.S. Army School of the Americas volunteer their time and

efforts to rehabilitate the fortress which

is situated on the Fort Sherman Military Reservation. Fort San Lorenzo, partially because

of its vital position, was the target of

sorties by pirates and enemy navies in a turbulent era when privateering and

raiding were the leading sports in this hemisphere. People like Drake, Morgan,

Hawkins, Blackbeard, Avery, Anne Bonny, and Mary Read terrorized shipping on the Spanish Main.

Spain's King Philip 11 saw the importance of a fort on the sheer cliff guarding the mouth of the Chagres and commisiJioned Juan Bautista Antonelli to carry out the project. Ships began to use the port developed at the entrance

to the Chagres where small vessels moved up river to the town of Cruces. There the\' met the road which

took them to Panama via muleback

in 8 hours. From the east side of the river mouth,

the fort commanded a sweeping view

of the sea and the abutting cliffs pre- vented access except from the east. Here

a drawbridge above a 30 feet deep ditch

led to the single gatewav. The defenses included artillen.' guarding land and

sea approaches while stores of munitions and food provided essentials to withstand extended sieges. For years. Fort San Lorenzo remained

unmolested while most ports in the Caribbean, including others on the Isth- mus, were attacked and pillaged or

were forced to win hard-earned victories against the invaders. Peace came to an end at the bastion

in December 1670 when buccaneer

Henry Morgan set up a plan to raid what

is now Old Panama. First, however, he

considered it necessary to take Fort San Lorenzo and for this task delegated Col. foseph Bradley.

While Morgan and the balance of his partv remained at Santa Catarina Island, Bradley departed with 4 ships and 400 men to attack the fort. The desperate

battle ended 1 dav after it had started, gi\ing victorv to the attackers despite

the determination of the defending

.314-man garrison.

Only 30 men were found alive inside the fort where, according to one account,

several Spaniards threw themselves into the sea rather than ask for mercy. The

buccaneers lost 100 men and suffered 70 additional casualties, including BradNOVEMBER 1966
ley, who died from a wound received

in the battle. A few days after the victory, Morgan

and his main body of forces joined the

others and together made their way to Panama. They reached the city in a famished condition, having found little food on the way. Morgan captured

the city, left it in flames and returned

to Fort San Lorenzo with 600 pris- oners and 17.5 pack animals laden with plunder.

Old Panama residents abandoned the place and moved to the site of the present city. Morgan next destroyed

Fort San Lorenzo, later rebuilt by

the Spaniards.

Before leaving, he doled out 200

pieces of eight to each of his men as

their share of the loot, but when the men

threatened mutiny over charges of being

short changed he slipped away one night

with a few ships and a small number

of trusted comrades.

While England and Spain were at war in 1740, a British naval officer. Admiral Edward Vernon, sailed into Chagres Bay and bombarded the fort until it surrendered. Vernon bumed the town of Chagres and blew up the fort but in a few vears it was again repaired

b\' the Spanish.

Merchant ships from Spain found the

Ti^.i*

f

Tropical vegetation has had a tree run of the tort tor nian\' years but now it is being hacked

away. In the background is the water that borders .3 sides of the structure.

Two sightseers explore the ruins ot the old fortress where they show particular interest ni the artillery. Volunteers are building models for carriages to mount the old guns.

Caribbean too risky during the \\'ar with

England so as a result began using the

old, longer route around Cape Horn. The Caribbean ports remained almost

dormant. For years afterwards the fort was

used as a prison bv the Spanish and later by Colombia. The discovery of gold in California pumped new life into Chagres as thousands of miners crossed the Isthmus over the .300-year-old Spanish route— the Chagres River to Cruces and

from there to Panama via muleback.

The usefulness of Chagres ended

abruptly with the construction of the

trans-Isthmian, Panama Railroad in the 1850's. The area became part of the military reservation of Fort Sherman in 1911

and the fort became overgrown with

vegetation. A radio listening post was

set up at the fort in World War I and

a searchlight and 3-inch anti-aircraft gun

emplaced during World War II but they were later dismantled.

The fort eventually became a sightseeing attraction, one which with some

sprucing up would have done greater

justice to its rich history. With this in mind, in October 1965, Maj. Gen. fames D. Alger, Commander, U.S. Army

Forces Southern Command (L^SARSO),

directed the start of a long-range

rehabilitation of the fort. (See p. 6)

The Panama Canal Review
Jungle Growth Being Cleared Away

(Continued from p. 5)

It was General Alger's thought that the project should be a joint United

States and Panamanian undertaking

with the support of Canal Zone

and Panamanian Government officials. USARSO Historian Hugh H. Gardner was given responsibility for carrying out the project.

Copies of 18th century charts of the

fort and other documents were obtained

through the efforts of His Excellency

Emilio Pan de Soraluce, the Spanish

Ambassador to Panama, and local archaeologists who visited the ruins. Among the advisers were: Dra. Reina

Torres de Arauz, Chairman of Panama's

National Archaeological and Historical Monuments Commission; Dr. Ruben

Dario Carles, retired University of Pan- ama professor of historv; and The Venerable Edwin C. Webster of Mount

Hope, who has made an exhaustive studv of the historv of Fort San Lorenzo.

Dr. Teodoro Arias, Sr. Enrique

Rogers, and Commissioner Carlos Garcia de Paredes of Panama and Scout Executive Ted Kellogg, Canal Zone

Council, Boy Scouts of America, were

asked to enlist the efforts of the Boy

Scouts of both countries. Senior Scouts, the Rovers of Panama, and the Explorers of the Canal Zone volunteered for the jungle clearing portion of the work.

The scouts were taken from the Pacific side to Gatim Station each Saturday

morning where they met Colon scouts and representatives of the Atlantic Area

Installation Command and were trucked

the 20-odd miles to the fort to work.

The clearing work by the scouts was

confined to what is known as the Outer

Bailev, a massive landward defense

position to the east of the main

fort. The clearing work progressed

when Latin American students from

the U.S. Army School of the Americas

volunteered their Saturdays to assist. After almost 9 months of work, they

had finished the major portion of the

clearing; defoliants were immediately

applied to cleared areas to limit the regrowth of jungle foliage. Archaeological digging was performed by stu- dents of Florida State University under

the direction of Dr. Hale Smith, head

of the Department of Anthropology and

Archaeology at the university. Dr. Smith

was assisted by William M. Kosan, a wideh' acknowledged authoritv on the

history of the fort. Presently, volunteers are building

pilot models for carriages on which to mount the old guns of the fort. Plans

are also moving ahead for intallation of safety fencing around the perimeter of the fort and repair of areas where the

old walls have crumbled and threaten

to disintegrate.

A search of the waters surrounding

the fort is also being conducted in an

attempt to recover cannon, cannon balls and other artifacts.

Canal Zone and Panamanian Scouts work side by side in clearing the dense undergrowth

from the Outer Bailey, or landward section of the fortifications.
Gorgas Intern

Is Graduate

Metallurgist

SERVING HIS internship at Gorgas

Hospital is a many-talented medical

graduate who already had established himself in one highly technical profession before deciding to carve out a second career in medicine.

Prematurely gray-haired, Dr. James A. Moseley came to Gorgas Hospital a few months ago to begin his internship

at an age when most medical men have

finished this stage of work plus the obligatory term as hospital resident.

Dr. Moseley was graduated from

medical school relatively late in life, 10 years after receiving a degree in metallurgy from Massachusetts Institute of Technology in 1956. A native of Painesville, Ohio, Moseley

later moved to Fort Lauderdale, Fla., where he attended high school. After 2 years in the Navy, he entered Georgia Tech to study engineering and

the following year transferred to MIT.

His first position was in Cleveland,

Ohio, with the Steel Founders Society

of America, serving as assistant to the

technical and research director. His

work entailed supervising steel and

foundry research projects but he also traveled throughout the United States delivering lectures on these programs. And he published several articles in steel foundry journals.

His next assignment was doing re- search in a foundry in Buffalo, N.Y.

It was here that he found an outlet for

his seemingly unlimited energy. In his spare time, he constructed a Moseleydesigned, five-bedroom house in downtown Buffalo. He did everything from

the masonry to the carpentry, heating,

and electrical installation.

His wife, Joan, put her imagination

to work by acquiring the elegant ap- pointments that later graced the interior of their home. By following wrecking

cre\\s that tore down old Buffalo mansions, she was able to bargain for old, yet valuable items that might have been

ignored by less discriminating persons.

Dr. James A. Moseley, Gorgas Hospital intern and graduate metallurgist, examines John

Adams, a patient in the Pediatrics Ward. John is the son of United States citizens living

in Bolivia.

In 8 months, they were living in

a fashionable home adorned with Italian marble fireplaces, marble bathrooms and

shelving, gold fixtures, and antique brass door and window hinges.

After the birth of their first son, Jamie, conversations with physician

friends graduallv aroused Moseley's in- terest in medicine. It reached a point

that it could no longer be pushed to the back of his mind, despite the fact that he was about to be elevated to a higher

position at the foundry.

Several medical schools attempted to dissuade him and others actually turned

him down as too old to start a medical

career. He was 31 and numerous medical schools have a 28 year age limit

for beginners.

One evening he and Joan weighed

the pros and cons of their situation and

at about 4 a.m. they reached their decision. Three days later he was taking the medical entrance examination.

He resigned his position at the foundry

and began his medical studies at the University of Buffalo Medical School

where for 2 years he served as pres- ident of his class. Illness in the family

prompted him to leave Buffalo. The home was sold and Mr. and Mrs. Moseley and their sons, Jamie and Jon, now aged 9 and 7 respectively, and

their golden retriex'er "Penuchi" moved

to Fort Lauderdale. They commuted

the 2.5 miles each day to Miami where

he attended the University of Miami

(See p. 8)

The Panama Ca.n'al Review
Dr. Moseley is a Family Man

(Continued from p. 7)

Medical School and Mrs. Moseley went

to a tele%ision studio where she appeared

as "Miss Joan" on "Romper Room," a

children's program.

Mrs. Moseley, who has a master's degree in education from Harvard University, had extensive television experience in New York City and Buffalo. She had done news broadcasting, commercials, weather reporting, and other

tvpes of TV work. She also had been

dean and director of a Buffalo secretarial

school that later became a junior college.

Both in Buffalo and P'ort Lauderdale

Mrs. Moseley arranged her work schedule so that she could devote time to her family and still provide the eco- nomic assistance necessary during her husband's second career training.

Dr. Moseley's interests are wide and

varied, ranging from amateur acting to zoology. The entire family enjoys boating, fishing, skin diving, photography,

and handicrafts. They participated in

these diversions in Florida and frequently piloted their 22-foot runabout across

the Gulf Stream to the Bahama Islands.

Dr. Moseley has at least one unconventional hobby, even for a doctor or an engineer. Using an old sewing machine Mrs. Moseley's mother gave her

daughter, he became an expert tailor, making his own suits, garments for

his wife and clothes for the children. For

the present, however, his busy schedule restricts this hobby to occasional mending jobs.

He is dedicated to his internship at Gorgas Hospital. Later he hopes to specialize in pediatrics. Vigorous health

for small children is first and foremost

in his plans for the future.

"Penuchi," the golden retriever, joins the family listening attentively as Dr. James A. Moseley, metallurgist and Gorgas Hospital intern, strums his guitar, a gift presented to him when he graduated from the Universit>' of Miami Medical School last June. From left: son Jamie; Dr. Moseley; his wife, Joan; and son Jon. "Little Whim for Dr. Jim" was painted on the guitar b>' a well-known Florida painter and muralist, Leona Nicholls. The mola on the wall was made by the mother of a youni; patient from San Bias.

November 1966
Alfonso "Smim" Smith chauffeurs Queen Elizabeth and Panama President Jose Antonio Remon during an official visit to Panama by the Queen and her husband Prince Philip. Smitty, whose face is barely visible in this photo, drove for six presidents of Panama and now is the driver for Canal Zone Governor Robert J. Fleming, Jr. Governor Fleming's Driver

Served Six Presidents

AS A SMALL BOY in Panama, Alfonso Smith was the most popular boy in the block when he rumbled up and down

the street giving rides to the neighborhood kids in the wooden wagon he had

made of orange crates and odd wheels. He was even more popular when at 13 he had a job as office boy and allowed

his friends to hop on the back of the

l;icvcle as he made his deliveries. In his boyhood dreams he often thought how

wonderful it would be to drive an

automobile. But never did he dream he would

somedav be driving a sleek limousine

and have as a passenger a real queen;

or be driver for six Presidents of Pan- ama and manv other heads of State

visiting the Isthmus; or be what he is todav—driver for Canal Zone Gov.

Robert J. Fleming, Jr.

Smitty, as he is affectionately called, was born in Panama in 1923. His father, a U.S. soldier stationed at Fort Clayton, was killed in a fall from a horse 8 days

before Smitty was bom. His Colombian

mother had to go to work first in a dress

factory and later in a shoe factory to rear her son. To earn a few cents each day, Smitty,

at the age of 7, served as altar boy at the early masses in Santa Ana and San

Jose churches before going to school in the morning. He worked at odd jobs

to help his mother and at 13 had his

first steady employment.

Smitty began his working career in the Canal Zone in 1940 when he worked

from 11 p.m. to 7 a.m. at 18 cents per hour as a helper in the storehouse of

(See p. 10)

The Pa.nama Canal Review
Feeding Dogs

Ice Cream Was

One of Jobs

(Continued from p. 9)

the Municipal Engineers in Pedro

Miguel. A few months later, he trans- ferred to work on the Miraflores Bridge,

also as a helper. Smitty was a cement

checker in 1941 and then a driver for the Department of Engineers (Army)

at Corozal. He joined the U.S. Army at 18 and was stationed in Fort Amador and

Quarry Heights. In 1947, with the rank

of sergeant, he left the Army and

returned to Corozal as a driver until 1949. (Smitty remained in the Army

Reserves until 1954.)

It was Hector (Rey) Valdes, Panama

official and present director of DENI,

Panama's Department of National Investigation, who recommended Smitty as driver for Panama President Alcibiades

Arosemena, the first of six Presidents he served.

Jose Antonio Remon was the next President Smitty drove for and it was

during this time that he chauffeured

Queen Elizabeth and her husband

Prince Philip who were official guests of Panama. Driving the Queen remains as the highlight of his career in Panama.

His duties with President Remon often included other chores. One task he

recalls vividly was feeding cartons of

ice cream every evening to each of the

President's seven dogs.

President Jose Ramon Guizado was number three on the list of Panama

Presidents for which he drove. Then came Ricardo Arias Espinosa, whose

administration hosted the 1956 Hemisphere Presidents' Meeting. Smitty re- calls that he spent most of his time

going back and forth to Tocumen Air- port to receive the Presidents. And it was Smitty who drove the Presidents back to the airport on their departure

from Panama. He remembers that a special jeep was outfitted for President Eisenhower to play golf at the Panama

Behind the wheel of Governor Fleming's car, Smitty appears ready to roll.

Golf Club but the President was kept

so busy during the week-long meeting

that he never was able to use it.

Smitty recalls that all the Presidents were more than obliging when they were asked for their autographs. Pres- ident Anastasio Somoza gladly signed

everything put before him but the signature disappeared a few minutes later, leaving not a trace. Apparently, the Nicaraguan President was not too keen

on having his signature dispersed

so he used a special pen for autograph

signing.

Smitty also drove for President Ernesto de la Guardia, Jr., and Roberto

F. Chiari was the last of the Panama

Presidents he chauffeured.

In 1964, Smitty became driver for Governor Fleming. He works 5 days a

week and anytime the Governor needs

him. Smitty says his own name is the

first on the list of persons pleased

that Governor Fleming's tour on the Isthmus has been extended.

Smitty is known also as "Gringo"

since he became a U.S. citizen a year

ago. When asked if he minded being

called "Gringo" Smitty said, "Of course

not, I'm proud of it." As for a pastime—when he is not busy

driving Governor Fleming—he may take

his famil\' for a drive, or putter around

his home in V'illa Guadalupe, near the

Transi.sthmian Highway, where he lives with his wife, Francisca, his four chil- dren, Ernesto, Maria Felicidad, Marisol, and Carmen Maria and his mother.

He also is an avid reader, especially

following reports from Vietnam.

10 November 1966
PANAMA NATIONAL MUSEUM

A treasure-trove of Isthmian history

is on permanent display at the Panama

National Museum, dedicated to sciences and arts, and located in Panama City.

Presiding as Director is Prof. Alejandro Mendez Pereira, courteous, unpretentious, soft-spoken natural history specialist, who has devoted the past 41

years toward preserving Panama's past. In his care at the Museum is a vast and

valuable collection of Indian artifacts and he, himself, planned and executed

various archeological excavations that unearthed many treasures that had been

hitherto unknown.

The Museum has been in its present

location, on Avenida Cuba between

29th and 30th Streets, since 1939.

In 192.5, during the administration of President Rodolfo Chiari, the Museum

had its beginning as a Natural History

section located in one of the salons of the old Santo Tomas Hospital on West

16th Street, Panama City, and a section

Indian Cultures

Are Revealed by

Varied Displays

of Archeology and History installed, temporarily, in a building in Panama's

Plaza de Francia. Another former president. Dr. Juan Demostenes Arosemena,

arranged to have the two sections trans- ferred under one roof, at the present

location, in 1939. The displays in the Panama Museum

today are divided into five sections; Natural Sciences, Art, History, Ethnology, and Archeology.

The archeology section, on the main

Dr. Alejandro Mendez Pereira (left) points out some of the Museum's valuable archeological

treasures. These were discovered when Dr. M. W. Stirling of the Smithsonian Institution, Washington, D.C., directed an expedition in Herrera Province in 1947. The National Geographic Society sponsored the expedition.

floor, is probably the most important

for its displays of handicraft of Indian

tribes who lived on the Isthmus long

before Columbus set sail for the New

World. Brief descriptions in Spanish

identify the ancient and valuable items

found in Panama's Veraguas, Chiriqui, Cocle, Los Santos, and Herrera

Provinces. The Indian tribes that once inhabited

the Isthmus of Panama were not architects and mathematicians as were the Mayans and Aztecs to the north, and

they did not possess the superior knowledge of government or ceramics of the

Incas of Peru. Nevertheless, an exchange

between the civilizations of Central and

South America may be discerned in the Museum's displays, with ample

evidence of an advanced civilization whose people worked with stone, clay,

and gold.

The Panama Indians had no metal

tools other than a small gold and copper

alloy awl shaped like a horseshoe nail, but they did have polished stone tools, without handles, similar to hammers

and chisels with which they performed

everyday tasks and sculptured life- size statues, idols, stools, and metates

of stone. A fine example of the latter faces the visitor as he enters the Museum.

This metate was primarily designed

for the kitchen, but was also used for ceremonial purposes. It is a slightly concave slab of stone, 18 by 30 inches, chiseled with supporting legs decorated with human and animal forms

carved from stone.

Eye-compelling, and a favorite with

Museum visitors, are the "Monoliths of

Barriles," stone figures believed to be

over a thousand years old and built in what todav is Chiriqui Province. One of the huge figures depict what is believed

to be a chieftain carried on the shoulders

of a man of low echelon. The figures were discovered amid the lava beds sur- rounding El Barn, an inactive volcano,

and were brought to the Museum

in 1947. The potterv' fashioned by Isthmian

Indians hundreds of years ago is of manv shapes and sizes and is especially interesting for its different types of decoration and manv-hued designs.

Historians agree that the early Spaniards found considerable gold among

the Indians in Panama, but there's no

certainty whether the gold was the (See p. 12)

The Panama Canal Review 11
Piananta Mudeunt

(Continued from p. 11)

result and accumulation of a long

time of patient panning of rivers and

streams, or whether the Indians operated

gold mines whose locations have never been found. The early gold work in the Museum's

collection indicates that the primitive dwellers on the Isthmus were goldsmiths. With stones for hammers, they

beat gold into thin sheets; they did re- pousse work, mixed the gold with copper

to make it firmer, and quite evidently were cognizant of the art of goldplating. With techniques that puzzle

historians today, the Panama Indians

produced the attractive and valuable examples of goldsmith art known

as "huacas." "Huaca" actually is the word for an

Indian grave containing treasure. Belief

in life after death caused primitive

people to bury their dead with all worldly possessions, and the custom of burying workday and ceremonial objects

with the body in the huaca was practiced for centuries locally. The early

Spaniards, however, learned the Indian

A huge painting of a giant—a giant sloth, that is—shows the animal as it may have looked when it roamed the Isthmus. The painting is by Isthmian artist. Mrs. Elva Fairchild.

More than 50,000 years old, the fossils of a Perezoso Gigante or giant sloth of a past geologic

age, are displayed on the second floor of the Museum.

dead were buried with their ornaments

of gold, some solid, some gold-plated

and dug up "tens of thousands of graves" in Chiriqui Province alone. The Museum's history section has

historical relics and maps of the early

days of Panama. Here may be seen

rifles used in the Thousand Days' War,

swords and uniforms of General Este- ban Huertas, worn in the days when

the Republic came into being; and,

among others, the manuscript of the Panama National Anthem, Panama's first

flag, and the desk where the Act of Independence of 1903 was signed.

In the Ethnology section are many

exhibits representative of Indian tribes that still reside on the Isthmus, and the

exhibits are arranged to show the life and customs of Panama's contemporary

Cunas, Chocoes, and Guaymies.

The second floor of the Museum is largely given over to natural history

exhibits. Here are displayed the huge

bones of the Eremoterio, a gigantic sloth that roamed Panama 50,000 years ago. Over the display case, on the wall, is a large painting of this prehistoric

giant, the work of Mrs. EJva Fairchild, wife of Dr. Graham Bell Fairchild, entomologist at Gorgas Memorial

Hospital.

On the second floor, too, is a display

of a collection of minerals and semi-

[irecious stones presented to the Muse12 November 1966
um by the Canal Zone Gem and Mineral

Society in 1961.

Prof. Mendez is responsible for inter- change with other museums outside Panama, and in many problems of identification and classification of new speci- mens that are part of the natural history

collection, the Smithsonian Institution of the United States lent a hand.

Many Canal employees have taken an intensive scientific interest in the pre-Columbian and colonial history of the saga-rich Isthmus and have contrib- uted to the Museum collection.

Other Canal Zone residents have

expressed their interest by joining the Friends of the National Museum of Pan- ama. This group was organized some

years ago to assist the work of the Museum by stimulating interest in the Museum, providing extra funds and

personal service. The newly elected president is Guillermo Herrera y Franco.

Part of the collection of minerals and semi-precious stones presented to the Panama National Museum by the Canal Zone Gem and Mineral Society in 1961.

Panama National Museum Director Prof. Alejandro Mendez Pereira describes the fine work on a gold breastplate, and Mrs. Aurora

Illueca, secretary to the director and general factotum of the Museum, left, shows an unusual crested gold ornament, hundreds of years old. The gold items are on velvet that covers a metate, a slightly concave stone slab whose supporting legs are decorated with carvings.

The Panama Canal Review 13
ANNIVERSARIES

(On the basis of total Federal Service)

SUPPLY AND COMMUNITY

SERVICE BUREAU

Conrad S. Drew

Truck Driver Winston J. Mask

Restaurant Manager

tions

MARINE BUREAU

John A. Madison

General Fou

Lionel JosepB

Machine T ClifFoQ^B>(4la

Tei TRANSPbRTATfoN AW

ipRMIN^LS ^UteE^

Vicente Altaro ^^^^

Supervisory Freight Assistant

CIVIL AFFAIRS BUREAU

Horace V. Parker Teacher—Senior High L.A. Schools HEALTH BUREAU

James C. Haynes

Clerk

COMPTROLLER'S OFFICE

Mary W. Ewing

Payroll Control Assistant SUPPLY AND COMMUNITY

SERVICE BUREAU

Clarence D. Bovell Leader Laborer Edward F. Drew

Meat Cutter

Eric S. Oakley

Assistant Retail Store Cleveland Roberts Snack Bar Ojjerator

Ruthwin Samuels

Retail Store Department

Manager-General

Alexander Rogers

Leader Cook

Pedro A. Tuiion Meat Wrapper

Fulgencio P. Quiiiones

Materials Inspector (Lumber)

MARINE BUREAU

John R. Bauer

General Supervisor

Hamilton Blanchard

Painter

Latest thing in the Panama Canal Zone. Youth points out for his younger, feminine companion a cast iron lamp post installed as part of the new street lighting system in May 1915. At that time it was the latest thing in the Canal Zone. Photo was taken on the grounds of the Administration Building.

Silvestre Canizales Maintenanceman—Rope and Wire Cable

Daniel A. Lawson

Leader Lock Operator-Machinist

David B. Marshall Towing Locomotive Operator

Matias Moreno P. Leader Line Handler (Deckhand

Boatswain) Brewster

(OperationsPipefitter

an—Heavy

ry Control House Operator

A. Sneckenberger Foreman (Locks Maintenance)

ENGINEERING AND

CONSTRUCTION BUREAU

WilHam L. Brooks

Administrative Service Assistant Camilo Caicedo

Surveying Aid

Eric I. Jordan Seaman

Frederick A. Ebdon

General Foreman Electrioiain Charles H. Kissling

Mate, Dipper Dredge

Joseph S. Osborne

Residual Fuel Treatment Operator James C. Payne

Carpenter

Salomon Vergara PaverTRANSPORTATION AND

TERMINALS BUREAU

Selvin A. Bryan

Sui>ervisory Cargo Checker

Hezekiah O. Murdock

Truck Driver—Heavy

CIVIL AFFAIRS BUREAU

Auvie H. Byrd

Budget Analyst Charles L. Green

Police Private Ruth L. Turner

Library Assistant Norman J. Lewter

Police Private Peter Unrau

Clerk in Charge, City Division, Balboa

Russel E. Hellmund

Relief Super\'isor, Balboa James E. Harrell

Relief Supervisor, Balboa

Walter G. McBride

Police Lieutenant Maurice A. McLean

Teacher—Junior High L.A. Schools HEALTH BUREAU

T. Zeballos Laborer—Heavy Pest Control Robert L. Thompson

Hospital Administrative Officer Manuel C. Villeros Laborer—Heavy Pest Control

14 November 1966
Porti o/ tke World

Southampton Links Continents

THE UNITED Kingdom's principal

oceangoing passenger port and a major cargo port owes much of its importance to geography.

Situated a short distance from

London and the Continent and

being on the main shipping route between the Americas and Continental Europe, the Port of Southampton conveniently links passengers

and freight with other major ports

of the world.

The Port lies near the center of the south coast of England and is separated from the English Channel

by the Isle of Wight, which forms

a natural breakwater shielding

Southampton water from Channelchurning gales.

Vessels entering the Port of Southampton range from the huge ocean- going Atlantic passenger liners such

as the "Queen Elizabeth" and "Qiteen

Mary" of the Cunard Steamship Co.

Ltd. to the large passenger-cargo

carrying ships of the Union-Castle

Mail Steamship Co. Ltd., tramp

steamers, oil tankers and small pas- senger steamers. The Southampton Harbour Board,

a non-profit organization which originally was created in 1803 by an Act

of Parliament, bears much of the

responsibility in the operations of

the Port. The 26-member group is responsible for widening, deepening,

and maintaining the main navigable

channels of the Port, also for the

provision and maintenance of all navigational aids such as light buoys

and beacon lights.

The Board's area of jurisdiction

comprises 18y4 square miles, including 45 miles of foreshore.

(See p. 16)

Southampton Harbour Board's Town Quay and a view of part of the city of Southampton.

The Panama Canal Review 15
RMS Queen Elizabeth sails from Southampton with Southampton Harbour Board's Signal Station in bottom left comer of photo, Esso

Petroleum Company's Marine Terminal in left background and Southampton Docks in far background.

(Continued from p. 15)

The 4,500-foot Town Quay and

Royal Pier are owned and operated

bv the Board. Its Signal Station at Calshot at the entrance to the

Southampton Water is equipped

with a harbor .surveillance radar

and V.H.F. R T communication

system. Continuously manned, it can

provide information to ships, pilots

and shipping companies, concerning

tides, wind, weather, and details of ship movements in the area. Funds needed by the Board come

from dues, payable by all .ships using

the port, and from loans obtained

through the stock market. Dues are based on the net registered tonnage

of vessels and there are various

categories of dues rates. The dues goes for management,

maintenance work, renewal of plant,

and similar functions whereas funds

ac(]uired through loans, the terms

of which are subject to the approval

of the Government through the

Bank of England, pay for capital

expenditure.

Imports that pass through Southampton totaled almost 15 million tons

in 1964. They included such commodities as: fruit from South Africa,

North and South America, Spain,

Jaffa, France, Azores, and the Channel Islands; timber from North America and the Baltic; grain from Canada

and Australia; meat and dairy prod- uce from South America, South

Africa, Australia, and New Zealand;

wool, hides, and skins from South

Africa and Australia.

The export trade is comprised in part of steel, iron, machinery, hard- ware, and rubber products from the

Birmingham area, woolens and worsted from Yorkshire, cotton goods

from Lancashire; hosiery, leather

goods, motor vehicles, and manufactured tobacco.

Oil is the largest single commodity

imported at the Port of Southampton. Tanker shipments are brought

in to the Shell-Mex and B.P. Jetties

at Hamble and the Esso Petroleum

Company's Marine Terminal at Fawley.

That which is received at Hamble

is used for the bunkering of ships

and for general distribution while

crude oil delivered to Fawley goes

to the Esso Petroleum Co.'s huge

refinery. Twelve million tons of oil and oil products were brought to the

refinery in 1964 by 2,218 tankers. Since the opening of the refinery

in 1951, petro-chemical industries

have come to the area. They include

the International Synthetic Rubber

Co., the Union Carbide Co., and

Monsanto Chemicals Ltd.

The Esso Petroleum Co., in conjunction with the Southampton Harbour Board, in 1963 undertook a vast

$5.6 million dredging program that included dredging within the port

area. Now tankers of 80,000 dead

weight tons drawing up to 47 feet mav enter the port and lie afloat at the Esso Marine Terminal regardless

of the state of the tide.

16 November 1966
CA\NAl HISTORY

50 yiearJ cA^o

THE COALING PLANT at Cristobal began regular operation in September

1916 for commercial use although not

all the contracting work had been completed. Up to that time, some Canal

customers had a bunkering problem.

Vessels were limited to the amount of bunkers they could take on with suffi- cient coal provided to make the next

port of call on their established route where commercial coaling stations were

a\ailable. Vessels trading to South

American ports north of Valparaiso were

supplied sufficient coal for the return vovage to the Canal.

Slides were still a problem. Because

of a sudden forward movement of large

Kick in the base of the Cucaracha slide which had to be drilled and blasted before dredging, traffic through the Canal was suspended from August .30

to September 7, 1916, to ships drawing more than 17 feet of water. The Canal completed 2 vears of operation on August 14, 1916. During that time a total of 2,097 ships made the

transit with a total of 9,031,61.3 long

tons of cargo. The waterway was closed,

however, from September 15, 191.5, to the middle of April 1916, because of

slides. Almost as many sailing ships as motor powered ships used the Canal in the earlv davs. During October 1916, more than half

of the 158 oceangoing ships transiting

spent 9 to 12 hours in Canal waters. The

average time for all ships, according to the Panama Canal Record, was 11 hours

and 40 minutes.

2S y[ear3 c4^o

PRIORITIES WERE issued in September 1941 for materials and machinery to construct the Pan American

Highway from Texas to Panama, for building the Trans-Isthmian Highway

linking the Atlantic to the Pacific sides of the Canal Zone and also for the highway from Chorrera to Rio Hato in Pan- ama to connect Panama with the U.S. Army Air Base at Rio Hato. About this time the Panama American reported that it had heard from

reliable sources that a vehicular and

passenger tunnel was about to be constructed under the Pacific end of the Panama Canal to accommodate the in- creasingly heavy traffic to and from the west side of the Canal. The construction of a tunnel would require the appropriation of approximately $15

Work on the Pacific side third locks construction was inaugurated September 26, 1941, when Col. Joseph Mehaffey, new Panama Canal Engineer of Maintenance set off a blast on the site of the lower chamber of the new Miraflores Locks. The first series of the new paper money issued by the Republic of Pan- ama was placed in circulation October 2, 1941, with bills in denominations of 1, 5, 10, and 20 Balboas. The first bills were presented to President Amulfo

Arias. Meanwhile the Canal Zone issued orders that the new paper ciurency be

accejDted at face \'alue.

Maj. Gen. Henry H. Amold, Chief

of the Army Air Forces, came to the Isthmus 2.5 year^s ago to inspect Canal

Zone installations. He returned to Maxwell Field, Ala., in a history making

non-stop 10-hour flight.

iO yieard c4^o

GEN. CHARLES DE GAULLE visited the Isthmus in August 1956 and was

greeted by a letter from Gen. William

E. Potter, then Govemor of the Canal

Zone. General de Gaulle was a passenger aboard the French Line's SS Caledonia.

He was accompanied by his wife and a party of three. They did not go ashore during their brief visit and made the Canal transit aboard the Caledonia.

The 50th anniversary of the opening

of the Tivoli Guest House was held November 15, 1956, with many old- timers present and a historical pageant

with music was presented as a highlight

of the evening It was recalled that the

first guests were President and Mrs. Theodore Roosevelt who paid an un- precedented visit to the Isthmus from

November 14 to 17 in 1906. Among the prominent guests at the anniversary

celebration were President of Panama

and Mrs. Ernesto de la Guardia accompanied by Panamanian officials. According to an unofficial count, there were more than 1,000 guests. Several insurance firms were invited by the Canal organization to submit

proposals on a broad hospital and medical service group insurance plan to give

adequate coverage to Canal employees

and their families.

One yiear c4g.o

HUNDREDS of Panama Canal employees have reason to remember Betsy, the hurricane that ran amok last year thousands of miles from the Canal Zone

but which had some effect on most of the passengers who returned from New

Orleans aboard the SS Cristobal. The

hurricane caught the Canal employees

in New Orleans as they were waiting for transportation back to the Canal Zone. Among the visitors to the Panama

Canal last year was one who had more

than an ordinary interest in the water- way. He was Marc de Lesseps, great

grandson of Count Ferdinand de Lesseps, builder of the Suez Canal and

initiator of the work on the Panama

Canal. Young Marc arrived here aboard

a freighter on which he was working

his way around the world before

returning to France to enter military

service.

Parking spaces went begging in front of the Panama Canal Administration Building in 1922,

when this photo was taken. But of course there weren't as many cars then as there are now.

The Panama Canal Review
PRINCIPAL COMMODITIES SHIPPED THROUGH THE CANAL

(All cargo figures in long tons) Pacific to Atlantic

Commodity

Ores, various Lumber

Petroleum and products (excludes asphalt) __ Wheat

Sugar--

Canned food products

Nitrate of soda Fishmeal Bananas

Metals, various Food products in refrigeration (except fresh

fruit) Molasses Pulpwood

Iron and steel manufactures

Potash

All others

First quarter, fiscal year—

1967

Total1,541,587

1,055,021

174,887

111,011

874,014

223,401

163,067

294,364

319,000

336,364

235,650

158,478

152,313 907.339

117,264

1,755,433

1966
The handsome Italian liner Leonardo

da Vinci, built in 1960 in Italy, is to arrive here on her first trip December 14 on a Caribbean cruise, it was announced b\- the Italian Line. On her regular vosages between New York and Italv, she can carry 1.326 passengers.

Pacific Ford, agents for the Cunard

Line, reported that the 22,000-gross

ton Carmania and Franconia would

call in Cristobal in Februar\-. Both ships were converted about 3 years ago and

placed on a winter cniise schedule. This

will be the first \ear that either of the

ships have called at the Canal. The SS United States will make her

second call at Cristobal February 27,

according to Panama Agencies. This

companv also announced the arrival December 31 of the SS President Roosevelt, newest of the President Line's around-the-world cruise liners, and the Moore McCormack liner Argentine,

December 26 on a Caribbean cruise out

of Baltimore. The Canadian Pacific liners Empress

of England and Empress of Canada are due in Cristobal on cruises in January

and March, according to W. Andrews

& Co. Both former Canal visitors, they

are making winter Caribbean cruises. The French Line's France will arrive

in Cristobal. February 19 on her one and onlv winter visit to the Isthmus. This ship has been to the Canal in previous years and so far has been the

largest to enter Cristobal Harbor. The

France is outclassed in tonnage by the Queen Elizabeth but at 1,03.5 feet is

still the world's longest ship.

The Holland America Line will be

represented this vear bv the Statendam.

due December 3 in Balboa on a world

cruise; the Maasdam, due in Balboa,

January 13 for transit; the Rotterdam

due in Balboa, April 8 after a world

cruise and the Ri/ndam expected in Balboa, February 1.5. The Ri/ndam, Pacific Ford says, is carrying the Chapman College Spring Semester cruise from Los Angeles. She

will not stop at Canal ports but will

sail from Cristobal immediately after

transit for the east coast of South

America. Africa, and Europe.

The P & O-Orient Lines ships, rep- resented b\- Norton Lilly & Co., have

annoimced a number of around the world voyages which will bring some of

their lareest ships through the Canal

during 1966-67 season. The vessels due

are the Orsova in Cristobal, November 18: the Himalaya in Balboa in November, the Chtisan in December

and March and the Canberra in April.

The Arcadia and Iberia are also on

this nm.

CANAL COMMERCIAL TRAFFIC BY NATIONALITY OF VESSELS
Anglers Build Paradise

For Sport and Comfort

THE FISHERMAN'S enthusiasm is legend, but it is still rare to find a group

of anglers who plan and build an island paradise to further their pursuit of the

sport. But that is exactly what has happened in Panama. The story centers on one of the best fishing spots in Pan- ama waters—off the northeast coast of Coiba Island. There, some 250 sea

miles from Panama City, is the lovely

island of Rancheria—245 acres of beautiful terrain and beaches in the midst of waters that abound with untold

challenges in fishing. For many years, a group of Panamanians and some U.S. citizens who live in Panama City had fished the waters

in this area, hooking "whoppers" and

always finding the fish plentiful and

eager to bite. But there was one hitch: you had to have a large boat and plan a trip of several days because there were no

facilities—not even shelter. Your boat was headquarters, hotel, and restaurant.

During a trip in 1965, some of the "old gang" decided that Rancheria Island would be an ideal site to build a place

where members could rest, cook and

use the beach, as well as dock their boats, large or small. The idea caught fire immediately

and an organization. Club Rancheria,

S.A., was formed to carry out the

project. The 33 members are from Chiriqui Province, Panama City, and the United States. With the usual energy of

fishing addicts, they planned and

worked quickly and by July of 1965,

the facilities were largely completed.

Supplies were hauled in by the boats

of Club members, who had to keep a

close watch on progress because of the problems involved in building in such

a remote area. But with the exception of a landing

strip, the first part of which is now

under construction, and a pier, which

is in the planning stages, the project is finished. The facilities are first class. There are

six huge air-conditioned bedrooms, each

with a private bath and each able to sleep four in great comfort. A central kitchen serves the entire complex. It is complete with all the cooking equipment and supplies that anyone could

wish for. There is a large dining room, and a bar, and for rela.xing there is a screened porch, 10 feet wide and 140

long across the front of the building.

Construction was carried out on a plan that allows for orderly expansion

of the building, if the membership

decides to expand. The furnishings are modem and all new. Each room has been decorated to provide comfort and

beautv and each interior is different. Power is furnished by a 33 kilowatt

generator, and there is a good supply

of fresh water. To maintain the facilities, a caretaker and two helpers have

been hired by the membership. Supplies

are still brought in by private boats,

which means that the cost of supplies

is raised considerably because of the

transportation.

Awash in the afternoon sun, the Club Rancheria is a welcome and picturesque scene to members returning from a day's fishing. Its comforts match the exterior beauty.

20 November 1966
On the cool veranda, members oi tlie club enjoy a luncheon and conversation. These

combine with excellent fishing and lovely scenery to make Club Rancheria everything its membership hoped for when they undertook the project in 1965.

The fishing is superb. Wahoo is especially plentiful, and it can be caught,

along with bonita, dolphin, mackerel,

jack, snapper, corvina and grouper, less than 5 minutes from the doorstep of the

club. And less than half an hour away,

there is the big game—marlin and sailfish. It goes without saying that, all the members are "fishing bugs." But if they

have guests who are not, there is a beautiful beach for swimming, and

water skiing and skin diving can be

pursued close by. For smoothing out the

tension wrinkles, a siesta on the long

porch overlooking the water or a bake

in the sun is just the thing.

When the airstrip is completed, trips

from Panama City and David will be

easier. By plane, the Island is an hour

from Panama City, about the same from

David. For Chiriqui members, the trip

from Pedregal is but 80 miles by sea. And for members who go by land,

trailing a boat, there is a boat landing

at Guabala (near Remedios) that is 40

miles from Rancheria Island. The venture has proved a success. Members find themselves taking advantage of the facilities to get away from it

all and to do some angling where, at the end of a day of fishing thrills, the comforts of home are waiting.

-\I1 of this, needless to say, is not

inexpensive. The membership is comprised largely of businessmen. Among

the club members are Eduardo Gonzalez, the Abadia brothers, Aristides,

Felix, and George, and Ricardo Perez,

all of David, Chiriqui, and Arturo Vial

of Panama City, all businessmen. Don

Marco A. Robles, President of the Republic of Panama, is a member, as are Dr. Rogelio Arias, a phvsician on

the staff of Gorgas Hospital in the Canal Zone, and Dr. Raymond Herold,

a California physician. These men and

the other 24 members have known one

another for many years and the amiable group finds much pleasure in being

together, rela.xing and fishing. Each paid

a proportionate share of the cost of the

construction and through club dues,

each member pays a part of the cost of maintaining the facilities and paying

the employees.

The membership feels that the

project has pro\ed well worthwhile.

They are able to go to the island for 2 or .3 days—the traditional "long weekend"—or even spend a week or two

\acation there. Guide holds up gaifed wahoo landed by Julio Valdez, Panama city businessman, left, while

Arturo Vial, right, waits for a similar strike.

The Panama Canal Review 21
s H

P & O Orient

Round-World Trips

THE WELL KNOWN P&O Orient

Line ships will be passing through the Canal at regular inter\als during the first 4 months of 1967 on scheduled roundthe-world cruises. According to a recent article in the New York Travel Agent, the line will offer monthly round-the-world departures from the West Coast with the January and February sailings being

westbound and the March and April

sailings eastbound.

Leading the round-the-world sailings

is the Arcadia which came north through

the Canal in October on her way to Europe and around the world. This ship

will sail from Vancouver January 22 on

her way to San Francisco and Los Angeles. She will then visit 23 ports with calls at Hawaii, Fiji, New Zealand, Australia,

Hong Kong, Singapore, Malaya, India,

Egypt, Italy, Portugal, Britain, France,

Florida, and the Caribbean, arriving at the Canal April 25. The Chtisan will inaugurate the first of two voyages arriving at Balboa

March 20 from the West Coast; she will

sail for Kingston, Nassau, Port Everglades, Bermuda and Le Havre. Norton Lilly, local agents for the line, announce other ships due in April and

June are the Canberra. April 29, the Orsova, June 22, and the Oriana in June.

Super Auto Carrier

A RECENT Canal customer was the Oppatna Marti, Japan's first international auto carrier, a 16,15.5 deadweight-ton

member of the Mitsui OSK Lines fleet, that can accommodate 1,200 cars on her

six decks. Prior to unloading, cars are unlashed from cables securing them to the deck. Special auto shifters, built into each deck, then move the vehicles athwartships, permitting operators to drive the cars into elevators opening

on the weather deck. Drivers continue

by taking the cars across the covered

hatch and down an auto ladder, and a ramp to dockside. To unload a full load

of 1.200 cars requires onK' 10 hours.

Japanese Fleet Grows

JAPANS MERCHANT fleet is nou- the

world's fifth largest and continues to

PANAMA CANAL TRAFFIC S479 million in the red. This was caused

STATISTICS FOR FIRST QUARTER by the combination of several factors FISCAL YEAR 1967 including a nearly 2-month long sea- TRANSITS (Oceangoing Vessels) men's strike, a drop in both import and

1967 1966 export cargo carried and a slight drop

Commercial 3,036 2,953 in loading rates. U.S. Government 188 149

'^"' TouL/r;;;. ^2 ^3 ^'"^^^ ^^"^^^ schedule

TOI IS" ^ TENTATIVE schedule of ships due

-, . , ^,„ ,„„ ,,„ to arrive at Canal ports between NovCommercial $18,680,187 $16,557,967 , ,qcb j a -i inc? • .. ,,£. „ . , ,,„,„„, mn^Mn ember 1966 and April 1967 on wmter

U.S. Commercial 1,161,365 932,019 • ' r u

cruises rollows: Total ___$19,841,552 $17,489,986 NOVEMBER 6-Constitution; 29-

CARGO'" Himalaya.

Commercial 21,345,575 19,698,588 DECEMBER 3-Statendam; 6-OrU.S. Government 1,137,308 814,148 jocfl; 14-Leonardo da Vinci; 26-ChuFree 153,481 18.281 jq„. 2&-Argentina; 29-Federico C; 31-

Total 22,636,364 20,531,017 President Roosevelt.

, , JANUARY n-Kunssholm; 13-Maas-

° includes tolls on all vessels, oceangoing and ,-' „,,, , 'u , jr.nn

small. dam; 21-Empress of England; 22 Ber-

•"Cargo figures are in long tons. gcnsfjord; 24-Sagafjord; 28-Cabo San

Vicente; 29-Evjpress of Canada.

FEBRUARY 2-Batory; 3-Iberia; 6-

grow. According to the Marine Digest, Federico C; 1-United States and Queen

the Ministry of Transport reports that Elizabeth; \Q-Santa Paula; \2-CarJapan's merchant fleet as of the end of '"^"'^•' ^"^-Hanseatic; lo-Rijndam; 18-

March 1966 totaled 11,970,000 gross Franconia; 19-France; 21-Federico C;

tons. It accounted for 7.5 percent of the 21-United States; 28-Hanseatic.

world's total merchant fleet tonnage. MARCH 2-Carmania and Empress

The magazine went on to say that of Canada; 5-Bremen; 14-Hanseatic;

although Japan's fleet increased by 1.16 20-C/n/.san; 20-Federico C.

million gross tons during the onte-year APRIL 3-Kungsholm, Federico C,

period endi-ng March 31, Japan's inter- and Sagafjord; 8-Rotterdam; 25-Arcanational balance in shipping showed dia; 21-Caronia; 29-Canberra.

1967
PANAMA CANAL MULES GUIDE

SHIPS THROUGH THE LOCKS

A Panama Canal locomotive or "mule" heads down the tracks at Gatiin Locks to meet a southbound (Atlantic-to-Pacific) ship. Cables link

transiting ships with the powerful electric mules which guide the vessels through the lock chambers. Smaller type ships go through under

their own power. The mule shown above is about to pick up a ship waiting in the lock's north entrance. At left, in a parallel set of locks, a Japanese vessel heads north to Cristobal, the Atlantic terminus of the Canal.

The Panama Canal Review 23
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llfiflf

LATIN AMERICA