11
UNIVERSITY

OF FLORIDA

LIBRARIES
Digitized by the Internet Archive

in 2010 with funding from

University of Florida, George A. Smathers Libraries

http://www.archive.org/details/panamacanalrevie138pana



PANAMA]

SlxS^uk*X

p

IN THIS ISSUE

Channel Widening

Blasts Aimed Safely

Darien Gap Route

Locks Overhaul

(Big, ^bigger Cuttin

i

***
Robert J. Fleming, Jr., Governor-President

W. P. Leber, Lieutenant Governor

Frank A. Baldwin Panama Canal Information Officer

fiu-i?Ms>L

Official Panama Canal Publication

Published monthly at Balboa Heights, C.Z.

Printed at the Printing Plant, Mount Hope, C.Z.

Joseph Connor, Acting Press Officer

Publications Editors Robert D. Kerr and Julio E. Briceno

Editorial Assistants Eunice Richard, Tobi Bittel, and Tonus A. Cupas

On sale at all Panama Canal Service Centers, Retail Stores, and the Tivoli Guest House for 10 days after publication date at 5 cents each. Subscriptions, $1 a year; mail and back copies, 10 cents each.

Postal money orders made payable to the Panama Canal Company should be mailed to Box M, Balboa Heights, C.Z.

Editorial Offices are located in the Administration Building. Balboa Heights, C.Z.

StatuJ of yfia/or Canal

3mprovementJ

WIDENING OF GAILLARD CUT: Work began in January on

the third, final, and largest phase of this $43.7 million program

which started in 1959. In the Las Cascadas-Bas Obispo Reach

project, excavation will total approximately 17 million cubic

yards. Bids are to be asked in May for the Zone II work

(below elevation 95), with contract completion scheduled in fiscal year 1966.

LIGHTING BANKS OF GAILLARD CUT AND CANAL

APPROACHES: There now are 550 lights on the east bank, where

work is completed, and 360 on the west bank, with fixtures on

the west bank to be removed from their present location and

reinstalled as widening is completed. Completion of the banks

lighting will mean installation of an estimated 1,100 fixtures. A total of 812 fixtures on the locks give approximately 2-foot candles illumination on lock wall surfaces. Approximately 3,000

feet of Canal are lighted on the Atlantic and Pacific approaches,

with 104 lights on the Gatun approach and 129 on the Miraflores

approach.

NEW LOCOMOTIVES FOR LOCKS: Tests are being resumed

after modifications to the test locomotives delivered in January

1962. The new tests are expected to be completed by April to enable a June go-ahead order on the $5.9 million contract for 59 locomotives and 3 cranes for completion in November 1964. MARINE TRAFFIC CONTROL SYSTEM: Design is approximately 90 percent completed and the contract for the voice radio

svstem was awarded in December. Installation of this by Canal

personnel is scheduled the latter part of this year. Design of the "sensing" system for exact ship location, monitoring, and

scheduling is to be completed during the next fiscal year, for purchase and installation within the following 2 years. Total cost

is estimated at $2.4 million. NEW LOCKS MAINTENANCE METHOD: Work is in progress now at Miraflores Locks, and scheduled for Pedro Miguel Locks

in 1965 and Gatun Locks in 1966. Lock lane service outages will be reduced to about 24 hours by unhinging gate leaves, using a

floating crane, floating the gate leaves to a remote drydock for

repair, and rehanging them with a crane, and through use of

cofferdams to do hollow quoin work which has in the past

i ssitated dewatering of locks chambers, with outages of as

li as 30 days prior to 1959.

Index

Channel Widening 3

Blasts Aimed Safely 4

Keeping 'em Rolling 5

Preventing 'Unavoidable' Accidents 6

Darien Gap Route 7

Locks Overhaul 8

Expanded Photo Section 10

Gaps in History Filled 12

Anniversaries 13

Promotions and Transfers 14

Canal History 15

Shipping 16

WELL OVER 300 cubic yards per scraper per hour under ideal or favorable conditions—

that's the earth-moving accomplishment already

marked up by the scrapers of the type pictured on our front cover. They're the biggest power

scrapers ever used on any Panama Canal projects, each with heaped capacity of 44 cubic

vards. For more about them and the channel

widening project, see the article on page 3. Success of safety measures on blasting, how

blasts can be "aimed" and pictures of results are

the subject of a companion article on page 4.

March 1, 1963
M

\ —

One of the 44-cubic yard scraper units at work, being assisted by a D-9 "push cat." Note factory instructor in front of cab

as operator-in-training handles the machine.

Canal Widening Nears Final Phase

FOUR OF THE biggest power scrapers ever used on the Isthmus are eating

away at the west bank of the Canal

near Gamboa—taking as much as 44

cubic yards at each bite. They're at work on the start of the

final phase of the project for widening

the Canal channel from 300 to 500 feet —the 3.1-mile Bas Obispo-Las Cascadas

Reach. Active earthmoving on the project started January 21 and is scheduled

for completion October 30, 1964. Largest power scrapers ever before used on any Canal Zone projects have

been only about half the size of the ones

at work on the $2 million contract for removal and disposal of approximately

4*2 million cubic vards of earth and rock

on this project. The unit price is slightly

less than 45 cents a cubic yard.

Moretti-Harrison, the joint venture Miami, Fla., firm which has the contract for the work, decided on power

scrapers as the principal equipment for accomplishing the job, in which there

is a lower percentage of rock than in previous widening projects.

Importance of completion of the widening to better serve shipping is brought into sharp focus by transit

figures: Vessels of 80-foot beam and above

increased from 64 in fiscal year 1955 to 457 in 1960, approximately 614 percent.

In fiscal year 1962 there were 541, a 6.3 percent increase over the 509 in 1961. This indicates the increase in

requirements for clear-cut passage

transits. Zone II work (below elevation 95) on the current project is slated for completion in 1966 or 1967, depending on

availability of funds for capital improvements. It involves removal and disposal

of approximately 12 million cubic yards

of earth and rock. Construction equipment for the Bas Obispo-Las Cascadas work arrived Jan- uary 18. A landing craft-type vessel of the West Indies Shipping Line, the Inaugua Cloud, arrived at the mouth

of the Mandinga River across the Canal

from Gamboa. Here, on an earthen ramp

prepared in advance, the cargo of equipment was unloaded under its own

(See p. 5)

As landing craft touches shore, mechanics and operators hurry aboard

to begin unloading equipment.

Mechanics begin final assembly of one of the big scrapers

as unloading proceeds.

'••Jrl
Blasts

Aimed

Safely

DURING the S years the Panama Canal

Widening Program has been in progress powerful drills have bored thousands

of holes into the rocky material along

the Canal banks. These holes' total length has amounted

to more than 4 million linear feet— more

than the distance from New York to Chicago.

Into them more than 9 million pounds

of dynamite have been loaded and fired. From the resulting blasts, 13 million cubic yards of hard material has been

broken sufficiently to permit its eas) removal from the Canal banks. Planned loading and detonation can "aim" blasts. This is done by millisecond

delays in time of explosion of charges.

In such a blast as the one pictured here,

for example, if there were two charges, the one on the side away from the channel would be detonated a fraction of a second earlier than the other charge.

Thus, the first charge has time only to loosen up the earth and rock around and

above it before the second charge is detonated, the force of the second

charge kicking out the material loosened

and started on its way by the first one. One of the most remarkable features

of the blasting program is the excellent safety record which has been made and

sustained by the various contractors. Use of so much dangerous material

so close to the busy Canal waters meant

extraordinary safety measures had to be

taken for every phase of the work. Fore- most was safety of the passing ships. It was imperative that no action connected

with the widening work should en- danger or delav any vessel in transit through the Canal. This meant being constantly on the

alert to avoid knocking large rocks or

trees into the waterway, being sure that the powerful flood lights used for night

work did not blind pilots guiding the

ships, and making certain beyond all nable doubt that effects of blasting

would not endanger or impede ships' passage.

A high, badly fragmented "fly rock" wall standing almost vertically above the Canal waters. This must be broken (blasted) in such a way as to minimize the amount of fractured material which falls or is thrown into the Canal. Also shown are a passing ship and the contractors' equipment. These must be carefully considered before detonation of a blast.

The blast of the rock wall. Note how the planned loading and detonation has caused the

lock to be thrown away from the Canal waters and back into the quarry pit, and the safe location of the contractors' equipment and absence of any craft in the Canal.

Immediately after the blast shown above. Note how all the broken rock has been thrown

safely onto the pit floor.
Canal Widening

(Continued from p. 3)

power and assembled in a servicing

vard. The new equipment, all made by

Caterpillar Tractor Co. of Peoria, 111., represents the latest and finest of its type available. The four huge scrapers with heaped

capacity of 44 yards, each with dual

powerplants, mounted on both front and rear, are supported by two D-9

tractors and two D-8 tractors. The

tractor units have blades for bulldozing,

push pads for assisting the scrapers in loading, and huge teeth to rip and fragment the rock to a size within loading

capacity of the scrapers. Portable light plants, compressors, welding machines, and a variety of trucks were included on the shipment.

All were unloaded without incident,

and work of final assembly and adjustment of the scraper cutting and loading

mechanisms was done. The units now

were ready to go into production. For a couple of weeks prior to arrival of the excavating equipment, the contractor had been clearing the areas of excavation and making access roads to the spoil dumps.

With the manufacturer of the equipment concerned that the machines give

a good account of themselves, several representatives of the Caterpillar organization were present when the equipment arrived. They remained until it was operating satisfactorily and the contractor's personnel were proficient in its operation and maintenance.

Work accomplished during the rela- tively short time the scrapers have been

in operation indicates thev have the capacity and capability of easily meeting

the contractor's schedule and should

enable the firm to complete work well within the 700 calendar days which the

contract allows. C. McG. Brandl is Panama Canal

project engineer for the widening work.

Blair Henderson is project manager for Moretti-Harrison and William H. Edgen

is the firm's job superintendent. Thirty- four men are employed by the contractor for the project, and employment

probably will average around this figure

for the duration of the job.

Due to the natural hazards of the job

site, poor visibility, limited roads or

trails, hazards of the work, and to avoid

interference with the contractor's operations, the contract work area is strictly

off limits to everyone except those

actively associated with the work in progress.

The Panama Canal Review 5

Keeping em Rolling . .

.

THE PANAMA CANAL has more than

half a million dollars worth of bronze

rollers which keep the rising stem valves operating smoothly.

Each rising stem valve rides against

two roller trains. There are 56 of these valves at Gatun Locks, 36 at Miraflores,

and 24 at Pedro Miguel for a total of

116. That means a total of 232 roller

trains or 14,152 rollers in use at all locks. Plus a reserve supply of used rollers suitable for re-use. Remachining makes the rollers use- able again, with results similar to Chicago packing houses' use as byproducts of everything but the squeal

of the pig.

The rollers, each 4 inches in diameter

and 6 inches long, are initially bought

with lV4-inch diameter trunnions. When

the trunnions become worn, they are removed and the trunnions are re- machined to lVs-inch diameter. When

the trunnions become worn again, the

rollers are removed and a recessed bearing is cut in each end of the roller. Then the rollers are useable once more. They receive little wear on the rolling

surfaces. Those with appreciable wear

have the rolling surface remachined so that they can be used again. As a result of this reconditioning

s\ stun, verv few new rollers have been

required during recent locks overhauls. Approximate cost of a new roller, fully

machined, is S35. No new ones have

been purchased for many years. Worn rollers, when removed, are put

aside and stored until it is worth while

to remachine a number of them at the same time so that complete roller trains may be built with rollers of the same

size remachined trunnions or with the same size remachined roller surfaces—

or both. On the basis of present experience,

the life of a roller train averages about

6 years at Miraflores Locks, as long or

a bit longer at Pedro Miguel Locks, and

a maximum of 5 years at Gatun Locks,

with some going out earlier. Many roller trains are built in advance of overhauls so the ones in service which have deteriorated can be

replaced bv entire new units. This avoids

the delay which would result if all the remachining and rebuilding had to be

done during an overhaul.

This is a section of a roller train, a series of rollers which keep rising stem valves in the locks culverts rolling, up or down, in

spite of the heavy pressure of water

against them.

Three of the rollers which make up the

trains. There are 61 rollers to each train, each train is 27 feet long and 2 are required

for each rising stem valve. Finger points

to worn trunnion, hand indicates relative

size of roller.

7'V . '- ...
A 35 mm. sound filmstrip projector now is available from the Safety Branch for worker

and supervisor training purposes. Henry M. Winter, Safety Officer, is shown at the

projector, partially obscured by the LP

record player. Records are synchronized

with a strip of still movie shots. Picture and

record can be stopped to emphasize points

or allow for questions from the audience.

The filmstrip-projector units in use at a meeting of the Maintenance Division Northern

District Safety Committee. A shadow box screen permits showings in undarkened rooms. This committee was the first organized, having been started late in 1940 by the late Nelson Magner when work was in progress on the dam on the spillway at Gatun. Edgar D. Miller, Camp Bierd, one of the original members, still is on the committee, which includes public

works, building maintenance and water and lab branch personnel.

Preventing Unavoidable Accidents

"THE ONLY WAY to get some of 'em down is to shoot 'em down."

This comment capsulized one observer's reaction to the degree of participation and interest evident in a recent Safety Committee meeting.

When some committee members get

the floor, they're far from reluctant to express their views on safety hazards

and proposed solutions. And they're not

shot down, for active participation is one

of the keys to effective safety programs. Nearly 60 Panama Canal safety

panels are at work regularly, with

meetings scheduled monthly, to make

their jobs, yours, and mine, less hazardous. Unit committees' membership

ranges up to about 25. At any one time, more than 300 persons, supervisors and

employees, are engaged part time in the safety program.

Supervisors' safety program involve- ment is necessarily almost continuous.

On the employee level, job and safety

training is the goal, with a turnover of committee personnel about every 6

months, for two reasons: Greater direct

interest by more employees in safety

and to keep interest and training channeled into concentration on problems in the employees' own fields. Supply and Community Service Bureau agencies have 22 safety committees, Engineering and Construction Bureau has 10, Marine Bureau 9, Transportation and Terminals Bureau 7, and

the rest are scattered among other units of the Canal organization.

The Safety Branch has visual training

aids ammunition for safety personnel

to use to meet almost any needs, with

main reliance placed on 16-mm. sound

films and 35-mm. sound film strips, supplemented with use of "safety

graphs not requiring a projector, sound

equipment, or operator.

Subject fields range from driving, first aid and fire hazards through materials,

office, protective equipment and rail- roading to shopwork, stevedoring and

supervision. The basic listing of films available from the Safety Branch contains 26 pages and there are 18 pages

of film strips available. In addition, other titles can be obtained on a loan basis from the huge Army film library lists. Minutes are kept on safety committee

meetings and votes taken on recom- mendations to be made in regard to

specific local hazards and problems.

Requests for action along certain lines can, if desired, be kept anonymous in the minutes, which go on to supervisors'

meetings for action. Some committee meetings are formal

to the extent of opening with prayer,

others more informal. Local ground

rules prevail. Following the training

portion of the meeting, judgment is passed, after discussion, on whether

recent local accidents were avoidable

or unavoidable. If it isn't obvious that an accident was unavoidable, a mere

statement to that effect isn't accepted

by the members without challenge.

There may be and often are suggestions

by the members or instructors as to how

"unavoidable" accidents could have

been avoided.

Pre-film showing true-false tests may

be conducted, followed by similar tests after showings, to see how well points

have gotten across. Pre-film papers

aren't collected, or identified, but the

tests and their review let the instructor and the committee members know how

well or ill-informed members were

beforehand in the field with which the

film dealt. Plans can be prepared, in advance, of what the films are to teach and how,

including audience participation and

directed discussion. Highlights can be

selected in advance to be further expanded during discussion. Accidents are unplanned events that take place in what should be orderly

work procedures. They are costly in man-hours of work lost, in disablement,

sometimes permanently, and in cost to the victims via pay loss. The safety

program and safety committees' goal is to substitute foresight for hindsight and

try to "plan" in advance what could

happen, so that workers know how to "plan" to eliminate accidents from

their jobs.

March 1, 1963
Bis Step

Taken Into

Darien Gap

"SOONER OR LATER we'll have it," declared Engineer Tomas Guardia, Jr., director of the Darien Subcommittee,

who for many years has been a supporter of the project for construction

of the Pan American Highway through

the southern area of Panama, over

the Darien Gap—a barrier that many

consider insurmountable.

Here some 450 miles of well-nigh

impenetrable jungle region will have

to be cleared. More than half that mileage is in Colombia.

"The most important step has been

taken," he said, "in awarding the contract for the definite construction plan

to the firm of Brown & Root, Inc., of Houston, Tex. (Brown & Root is rep- resented in Panama by Horacio Clare & Associates, and in Colombia by

Vialidad, Ltd.)

The highway would extend through

extensive and fertile valleys and would

pass through the basins of the Bayano,

Chucunaque, Tuira, and Balsas Rivers

in the Panama portion of the project.

Four field crews have been working

since January in Colombia, and three

others started work in Panama last month.

Cost of the project will be about

$100 million when completed. The road

soon will extend from Chepo to the

agricultural region of Canitas, a strip of about 22 miles constructed jointly

by Point Four and the Ministry of Public Works of Panama. The former

contributed the heavy equipment, and

the latter paid the laborers. The

Darien Subcommittee had charge of the technical aspects, inspection, and

coordination. For the formal studies now under

way, the United States agreed to contribute double the amount apportioned

by the Latin American countries

collectively, up to $2 million. Six large bridges will be necessary,

three in Colombia and the other three

in Panama. Largest of all will be the bridge over the Chucunaque River, near

Yaviza, Darien.

The Panama Canal Review 7

Through a land of the past, a road into the future. The first 22-mile link, built with United

States Point 4 help, from Chepo to Canita.

The topography is more rugged on

the Colombian side of the border, where

major earth-moving operations will be

required as well as construction of graded roadbeds.

Besides Engineer Tomas Guardia, Jr., the members of the Darien Subcommittee include Engineer Tomas Guardia, Sr., Engineer Jorge Garcia Tellez

for Colombia, and Engineer A. F. Ghiglione for the United States. The difference in the designations

of Inter-American Highway and Pan

American Highway lies in the fact that the name Inter-American Highway is applied to that section from Mexico to the Isthmus of Panama, and is under a

special financing plan, while the Pan

American Highway unites Alaska with

Patagonia. Great assistance to the project has

been given by the Inter-American

Geodetic Service ( IAGS )

, which has

its headquarters at Fort Clayton, C.Z. The IAGS has contributed, among other

items, portable communications equipment, work instruments and equipment

for use in the jungle, and has supplied

aerial photographs and reconnaisance

reports of the Darien and El Choco

areas. Point Four of the United States has provided effective assistance in heavv

equipment and training of operators

of the equipment.

The only complete Panama to Bogota

transit completed by motorized vehicles was accomplished by the Trans-Darien

Expedition. The approximately 590-

mile expedition, in 1960, was completed in 4 months and 20 days in two

specially-equipped trucks. The "U.S. Army TRECOM Transportation Environment Research" made

a trip during the rainy season in 1961

along about 82 miles of jungle in 12 heavy trucks, some on caterpillars.

During the dry season that year three

North American-manufactured pas- senger cars, accompanied and assisted by three double-traction vehicles, traveled from Dundee, 111, to the Panamanian-Colombian frontier. In 1959 Dr. William Stern and

Dr. Kenton Chambers of the Forestry

School of Yale University traveled for 3 months in the Darien forests and

published a book concerning their trip. In 1961 Dr. Owen J. Sexton and

Dr. Harold Heatwole made a series of

investigations under the sponsorship of the National Foundation for Sciences of the United States. Dr. Leslie Holridge and Dr. Vincent

Raymond of the U.S. Army Transport

Research also have conducted studies in the fields of forestry, geology, soils, and

travel, as well as rains. Dr. Reina Torres de Arauz, Panamanian anthropologist, accompanied by

students of the University of Panama,

also has carried out scientific studies in the Darien.

Not impenetrable, but survey teams don't

find many sidewalks. And stakes just may

take root and grow.

=*J ^m.

Kfca^-v -. {"jig'*

Wearing a musk with air hose line attached, Armando Gonzales crawls out from under one

dl the huge cylindrical valves. Masks with air hose attachments are worn by workers in restricted areas where fumes effects might result. Visible on the left support of the <

is one of the heavy steel brackets which assure that the valve's inside "drum" remains

elevated while work is in progress. At left is McNair C. Lane, lead foreman painter.

Truman II. Iloenke, in charge of the Miraflores Locks overhaul, points to rivet head

corrosion on one of the old style riveted

rising stem valves taken from the center- wall Culvert! Eighteen all-welded salves

are being installed during the current overhaul, completing a changeover to this type

started during the 195S overhaul. Mr. Hoenke is Locks Superintendent, Pacific Branch. This is the (>th locks overhaul in which he has been involved.

Zinc blocks are attached to some rising stem valves to reduce deterioration from

electrolytic action. With these in place,

this action first attacks the /inc. rather than

the steel of the valves. Some valves are in water in which salinity is so low zinc blocks would have no effect. It takes a certain amount of salinity in water for conductivity

to make them work to curb corrosion.

PR
Going over the script for a Republic of Panama Fair Selectra-Vision

presentation, and listening to a playback of the tape, are W. E. Bums,

left, Photo Section Chief; Alberto Acevedo, photographer; and Miss Mercedes Acevedo, well-known professional announcer and script writer. She's called in at times to make recordings and is the girl "Guide" voice in these presentations. She's a sister of Alberto.

C. W, Browne, contract assistant on the Gorgas Hospital

construction work, examines a picture of progress on part

of the project.

PHOTOS

Plus 40 Other

Related Services

Photographer Arthur L. Pollack checks

print quality with Pablo Alba in the Photo

Section darkroom.

Dan Fiore, illustrator, Allen Chandler, audio-visual specialist, and Tomas A. Cupas, of the Information Office, left to right, in a planning session for a Selectra-Vision presentation.
Cleve Soper, standing, left, microfilm technician, gives instruction in operation of the microfilm equipment to Henry S. Olton. At right, standing, William E. Hall, systems accountant in the Office of the Comptroller, inspects some of the microfilm work with W. S. Wigg, Records Management Section Chief.

BROADENED sendees to meet wider

demands, combined with technical advances, have changed Panama Canal

Photo Section operations to an extent undreamed of less than two decades ago. As recently as 1954, the section oper- ated with. only one photographer and

two laboratory men in a small part of the attic of the Administration Building.

Its responsibilities now include more

than 40 services in photographic and

related fields, its equipment is valued at approximately $60,000, and 11 persons

are required for its operations.

Photographic print production the

last 2 years has run around 40,000

prints, but the recent production schedule has been at a rate which would mean nearly 70,000 prints a year. And

in a single month this year, besides photo prints, 83 rolls of photo slide film (nearly 1,700 pictures) and 15

microfilm rolls, of 2,500 frames each, were shot. The Photo Section, a unit of the Administrative Branch, provides studio,

in-plant and field services in still photography. Other services include motion

pictures, audio-visual planning and preparation, photoreproduction, and specialized applications, plus consultation on problems with possible photographic

solutions. The section's principal responsibility hasn't changed, however, since the construction days of 1907, when a one-man

photo section made official record pic- tures for reports prepared for and bv

engineers here and in the States.

Although the current workload, in pictures taken and prints produced,

doesn't reflect it, the principal mission

is Canal operational photography service for working units, such as on locks overhauls, contract and inspection work,

machinery details, and special projects.

An estimated 6,000 pictures were

taken, for example, during Thatcher

Ferry Bridge construction, for a progress record and use, if needed, in contracts

settlements. On such projects as locks overhauls, it's impossible to recall exact

details of all procedures and problems.

Photographic records are available for future study, including even under- water areas accessible only at intervals of vears. Approximately 15 selected employees

of other Panama Canal units have been

issued cameras and given training in their use, for taking routine field photographs which otherwise would require

additional personnel, if the work had to be done by the Photo Section. Pictures taken by these men are processed, and

prints made, along with those taken by

the regular photographers.

It is felt that there is a large still- untapped field along the lines of industrial photography which could be

entered with advantage to some Canal

units. The number of negatives on file is conservatively estimated at more than

90,000. These include approximately

14,000 glass-plate negatives dating back- prior to 1900, some of them from

French construction days. Before 1907,

Panama Canal official pictures were

obtained on a contract basis. The most persistent continuous

problem of the section is time, complicated by lack of regularity in the workload. Preparation of a 6-minute Selectra- Vision program requires a minimum of 80 hours. Setting up for briefings—there may be 20 to 30 a month—means 3 hours

work per briefing, exclusive of any slide preparation. There are as many as 3

briefings some days, none on others.

Flexibility of operation necessary also

is obvious in view of the distance from

suppliers, with equipment repair capabilities needed for the same reason. The

section frequently works with Eastman

Kodak Co. in making new equipment

displays available for demonstration,

and maintains liaison with the Kodak

sales, laboratory, and research agencies

in Panama. Through this, there's access

to 10,000-volume library on photography and related fields, for special

equipment design or special processing.

All personnel of the section are bi- lingual. Two have learned English and

one has learned Spanish since joining the section. While five in the section take photographs, only two are regularly

assigned as photographers.

Audio-visual presentations require

planning and coordination to match and

time slides with briefings data. Much

of the illustrator's work is in this field to provide non-photographic art work for both briefings and Selectra-Vision

machine presentations.

Microfilming of vital statistics and

irreplacable files and records, besides

being a precautionary step, makes possible more compact storage in consoli- dated areas and reference to these files frequently is easier than to originals.

The Photo Section was moved from

the attic of the Administration Building

to Diablo Heights in 1954 and remained

there until 1959, when it was returned

to the Administration Building and

given basement quarters now part of

its present area.

It contracts for very few outside

services and its personnel periodically are called upon to check out photo,

visual and audio equipment operated by- employees of other Canal Zone units. A large share of the photo print pro- duction is for international news media.

Isthmian newspapers and official Pan- ama Canal publications. Some motion

picture production has appeared on network television programs in the

States and the section gave technical

assistance and editing aid in production

of the sound film on the Panama Canal. Motion picture work also is done in training films.

The Panama Canal Review 11
Locks Overhaul

(Continued from p. 9)

middle of the centerwall culvert than

at either end—the fresh water Miraflores Lake end or the salt water lower end. Higher salinity sea water apparently

causes less corrosion than the diluted sea water in mid-culvert. Lengths of the stems for the raising stem valves varies between approximately 27 feet and 57 feet, and length

of the cylindrical valve stems is approximately 58 feet. After these are cleaned

and protective coating applied, that isn't the end of work on them. They're ins- pected again as they're lowered slowly

into place by crane, inspected as they

go down, and have additional protective

coating put on in any place where it appears to be uneven, too thin, or may

have been damaged in handling

The new cofferdams to be used for future renovation and repair work at miter gate quoins will be of steel construction, roughly semicircular, with a radius of 9 feet. They will vary from

47 to 78 feet in height.

They will be built in sections and

assembled length will depend on gate

height. These heights range from

approximately 47 to 82 feet, with inter- mediate heights of about 55, 77, 78,

and 79 feet. During the entire overhaul, any

machine which could cause damage or

injury if inadvertently operated is removed from remote control and the switch is either locked out or power

is cut off from the machine so that

it cannot be casually operated by

unauthorized personnel.

When culverts are drained preparatory to the start of overhaul, air, water,

and power lines are the first things to go in, along with a public address circuit for paging and telephone lines. Ventilator fans are installed to keep a constant flow of fresh air moving through the

culvert. Some years ago, culvert overhauls were necessary about every 3 years. Improved designs, materials, know-how

and techniques have gradually extended

the period between overhauls, with

resultant improvement in Canal effi- ciency. It's expected to be 6 years before the center culvert at Miraflores will be

dewatered again for overhaul. Meanwhile, however, the upper level will be

entered for inspections at intervals during extreme low tides, because at such times it can be drained so that only about a foot of water remains in it.

Geological

History

Gaps Filled

EVIDENCE THAT Panama was a land

bridge connecting the continents of North and South America for quite a period 15 or 20 million years ago is being unearthed—literally—by Canal

geologists while contractors dig down

in the layers of shale and sediment on

the job of widening the Canal channel

in Gaillard Cut. Chapters in the geological story which is constantly being studied by

scientists are being filled in locally by

discovery of the remains of bones of mammals which apparently lived

happily and well in the Miocene period.

Recently Robert Stewart and Joanne

Allen, two Panama Canal geologists

with the Canal's Civil Engineering

Branch, came upon the bones of what

appear to be a rhinoceros, primitive

deer, a large camel, members of the rodent family, crocodiles, and turtles. The remains are fragmentary, but to the trained eye of the geologist, it was

apparent that they were of the North

American species and had developed

to such an advanced stage that they were able to migrate across the land

bridge of Panama and firmly establish themselves in the area. They were quite

different from the animals which had

developed on the southern continent

while the two land bodies were divided. From the condition of the bone frag- ments and the type of earth in which

they were buried, the Canal geologists

have been able to reconstruct a fairly

graphic picture of what life on the Isthmus was really like 20 million years ago. A modern man projected back

through time would have found that the climate of Panama in Miocene times

Piece of rhino tooth; hunting knife alongside gives conception of size. was very similar to that of today. A large

section of the Isthmus was a low flat plain with poor drainage which became

inundated frequently by flash floods pouring down from nearby active vol- canic mountains. The coastal plains had

large swampy areas filled with layers of

silt and clay washed down by the tro- pical downpours, prevalent even in that long-gone day.

A landscape similar to that in Panama

20 million years ago can be seen today,

according to Mr. Stewart, in the low

flat area stretching between Anton,

Penonome, and Aguadulce from the mountains to the Pacific Ocean. The

climate was warm and humid and the plant life probably resembled that which can be seen any day growing

along the shores of Miraflores Lake.

The recent discoveries have been

taken to Washington, D.C., by Dr. Frank

D. Whitmore, Jr., a vertebrate paleontologist with the U.S. Geological Survey,

and their identity verified there. Thev

are being studied by scientists in the United States and later will be made

available for student research and other

studv.

iMPw**^y

^

m 4***

Part of pelvic bone of rhinoceros. Fragments of jaw of a camel.

12 March 1, 1963
ANNIVERSARIES

(On the basis of total Federal Service)

.Y AND /oj^MUNITyV

< EF VTCEfByREAU ^

irold w| Will

ling

ADMINISTRATIVE BRANCH

David F. Mead

Supervisor, Agency Records Center ENGINEE

CONSTRUCTION

Harris Campbell

Heavy Laborer Lee Redman

Helper Machin

Maintenanc

MARINE BUREAU

James W. Allen Deckhand Boatswain

Magan

DeckFto

COMMUNITY

BUREAU

ton pply Officer

TRANSPORTATION AND

TERMINALS BUREAU

Pedro J. Ruiz

Guard

CIVIL AFFAIRS

Albert I. Hermanny

Detective Sergeant Robert LaPorta

Police Private Odessa F. Hearne

Elementary and Secondary

School Teacher

ENGINEERING AND

CONSTRUCTION BUREAU

Lucille M. Flenniken

Accounting Assistant William H. Gonzalez Welder

Victor C. Melant

Construction and Maintenance

Superintendent (Rivers

and Harbors)

Hugh E. Gadsby

Maintenanceman

Guy Mandeville

Helper Central Office Repairman

Ancelmo Mena

Leader Maintenanceman

Kemmis R. Clovis Seaman

Daniel E. Hebbert

Seaman

Emanuel Reefe Seaman

Juan Scott Seaman

HEALTH BUREAU

Emma E. Klinger

Staff Nurse, Obstetics James Webster

Medical Aid, Undertaking

Samuel Hart

Medical Aid, Veterinary

Lemuel Joseph Leader Cook

Elis Martinez

Laborer, Heavy Pest Control

MARINE BUREAU

Ernest C. Flowers Admeasurer

Kenneth L. Middleton

General Foreman, Locks

Operations Lawrence S. Worrell Helper Lock Operator

Jorge J. Bautista Carpenter

Walford G. Miller Maintenanceman, Rope and

Wire Cable Simon Miller Launch Seaman

Guillermo Hernandez

anche

lson

TflAHOrORTATIOT

TERMINALS BUREAU

Vido O. Chase

Clerk Checker

Claudius Gowdie

Cargo Checker

Winston J. Mitchell Delay Clerk- Clement J. Moses

Boiler Tender

Edwin Taylor

Truck Driver Richard Toppin

Cargo Checker

Ernest S. Gibbs

Heavy Duty Equipment

Mechanic

OFFICE OF THE

COMPTROLLER

Ruth J. Bain

Accounting Clerk Hazel M. High

Clerk Typist

SUPPLY AND COMMUNITY

SERVICE BUREAU

Demetrio Avendano

Grounds Maintenance

Equipment Operator

Florence M. Barton

Sales Section Head

Lina Davis

Clerk Typist

Herminio Figueroa

Grounds Maintenance

Equipment Operator

Arturo Gomez

Milker George A. Gregory

Warehouseman

Frank U. Holness

Service Station Attendant George B. Palmer

Stock Control Clerk Gelmira Silva Tailor (Alterations) Cesar A. Viloria Cemetery Worker

Jacinta M. Fong

Sales Clerk Mavis R. Grant

Sales Clerk Gladys H. McKenzie

Sales Clerk Mabel M. Murray

Sales Clerk Leonora E. Waite

Sales Clerk Aguedo Ortiz Heavy Laborer Gustavo O. Jaime

Heaw Laborer

The Panama Canal Review 13
PROMOTIONS AND TRANSFERS

January 5 through February 5

EMPLOYEES promoted or transferred between January 5 and February 5 are

listed. Within-grade promotions and job

reclassifications are not listed. ADMINISTRATIVE BRANCH

Marcia B. de Ortega, Clerk-Stenographer,

to Translator (Typing). Charles N. Brathwaite, Truck Driver, Motor

Transportation Division, to Messenger

(Motor Vehicle Operator).

CIVIL AFFAIRS BUREAU

Frederick W. Harley, Order Filler, Philatelic, Substitute, Postal Division, to Police Private, Police Division.

Division of Schools Howell W. Arwell, Teacher, ElementaryU.S. School, to Elementary School Teacher-Principal. Elizabeth N. Benson, Viviene D. Diercks, Carole J. Farnsler, Dorothy L. Hauser, Conchita R. Martinez, Substitute

Teacher to Teacher, Elementary-U.S.

Schools. Eileen M. O'Brien, Substitute Teacher to Elementary and Secondary School

Teacher. ENGINEERING AND CONSTBUCTION

BUREAU

Electrical Division Robert R. McCoy, Test Operator-Foreman

(Electrical Power System), to Chief, Power Plant (Diesel or Gas Turbine).

JosepTi F. Green, Robert E. Holland, John

L. Irwin, Gust E. Rosene, Marine Machinist, Industrial Division, to Shift Engineer (Mechanical).

Rudolph A. Gangle, Lock Operator (Machinist), Locks Division, to Shift Engineer (Mechanical).

Donald A. Jeffries, Apprentice Central

Office Repairman, to Telephone Electrician. Horace R. Worrell, Helper Central Office Repairman to Telephone Operator. Robert W. Adams, Apprentice Cablesplicer,

first year, to Apprentice Cablesplicer,

2d year. Alfonso Joseph, Helper Lock Operator, Locks Division, to Helper Machinist

(Maintenance). Arthur C. Hubert, Lee Redman, Alejandro

Sheperd, Helper Machinist (Maintenance), to Oiler. Dredging Division

Julian R. McZeno, Seaman to Oiler (Float- ing Plant). Candido A. Melendez, Fireman (Floating

Plant), to Watertender (Floating Plant). Luis Rosero, Line Handler, Locks Division,

to Fireman (Floating Plant). Joaquin Brenes, Allan F. H. Brewster, Kenneth A. Brown, Andres Carrasquilla,

Douglas E. de Gracia, Victoriano Jackson, German C. Lambridge, Claudio A. Layne, Medardo Palomina, Navigational

Aid Worker to Maintenanceman (Dis- tribution Systems). Evance Amantine, Samuel A. Henriquez, Jerome B. Howard, Boatman to Seaman.

Nashbert Holmes, Clerk to Supervisory

Clerk.

Robert Graham, Seaman to Timekeeper.

Clyde E. Richards, Harold Riley, Messenger to Launch Dispatcher. Ernesto F. Scott, Messenger to Clerk. Gene R. Griffith, Laborer to Messenger.

Elias Sanchez, Heavy Laborer to Leader

Laborer Cleaner.

Ira A. Bailey, Utihty Worker, Supply Division, to General Helper.

Engineering Division

Franklin K. Ben, Engineering Draftsman

(Architectufiral), to Illustrator. Thomas W. Grimison, Enrique Castillo, Julio E. Cordovez, Engineering Drafts- man (Architectural), to Architect.

Maintenance Division David Rosenblatt, General Engineer (Esti- mates), to Maintenance Engineer.

Roderick N. MacDonell, Plumber to Leader

Plumber. Clemente Cedeno, Helper Millman, Industrial Division, to Carpenter.

Carlos A. Guardado, Launch Seaman, Navigation Division, to Carpenter.

Oliver F. R. Ifil, Helper Shipwright, Industrial Division, to Carpenter.

Theophilus C. Omeaire, Laborer Cleaner,

Division of Preventive Medicine and

Quarantine, to Carpenter.

Edgar B. Simmons, Carpenter (Maintenance), Locks Division, to Carpenter.

Halden Thomas, Heavy Laborer, Supply

Division, to Carpenter.

Thomas Wellington, Helper Millman, In- dustrial Division, to Maintenanceman.

Eusebio Quintana, Grounds Maintenance

Equipment Operator, Community Services Division, to Helper Refrigeration

and Air Conditioning Mechanic.

HEALTH BUREAU

Inocencio Leguia, Laborer (Heavy-Pest

Control), to Truck Driver.

Gorgas Hospital

Ingrid K. Anderson, Medical Radiology

Technician, to Medical Radiology Technician (Therapy).

Capt. Charles J. Fagan, Chief RadiologyService, Coco Solo Hospital, to Medical

Officer (General Radiology).

Joseph A. Owen, Hospital Resident, 3d

Year, to Hospital Resident, 4th Year. Bobby J. Stinebaugh, Hospital Resident,

2d Year, to Hospital Resident, 3d Year. Dorothy E. Brooks, Substitute Teacher,

Latin American Schools, Division of Schools, to Clerk-Typist.

MARINE BUREAU

Navigation Division Eugene H. Bunnell, Rigger, to General Foreman, Docking and Undocking.

Conrado Brown, Deckhand, to Deckhand

(Boatswain). Luis E. Hurtado, Luis A. Rios, Heavy- Laborer to Deckhand.

Gabriel Blackburn, Laborer Cleaner to Heavy Laborer.

Industrial Division Harold S. Brenner, Jr., Heavy Duty Equip- ment Mechanic, Maintenance Division,

to Maintenance Machinist. Milan Fernandez, Dock Worker. Terminals

Division, to Laborer.

Locks Division Robert C. Carter, Lock Operator (Engineman-Hoisting and Portable), to Leader

Lock Operator (Engineman-Hoisting and

Portable). Rudy M. Wieland, Towing Locomotive

Operator to Lock Operator (Electrician). Marcos F. Rueda, Painter to Leader Painter. Stanley G. Campbell, Helper Lock Operator to Crane Hookman.

Amado Andrion, Alfredo Dickens, Heavy

Laborer, Maintenance Division, to Helper Lock Operator.

Victor H. Hoyte, Line Handler, to Helper

Lock Operator. Vernal S. Jones, Pinsetter, Supply Division,

to Helper Lock Operator.

SUPPLY AND COMMUNITY

SERVICE BUREAU

Supply Division

Beverley C. Halliday, Procurement Agent,

to General Supply Officer. Joseph H. White, Supervisory General Supply Assistant, to General Supply

Officer. Robert A. Duvall, General Supply Assistant,

to Supervisory General Supply Assistant. John H. Stevens, Accounting Assistant to Procurement Agent.

John H. Simson, Management Technician

to General Supply Officer. Vernon F. Kepford, Jr., Supervisory General Supply Assistant, to General Supply

Assistant. Harold I. Tinnin, Supervisory Storage

Officer, to Supervisory Storage Specialist. Thurman W. Napier, Retail Store Supervisor to Supervisory General Supply

Rolanda M. Dahlhoff, Clerk-Typist, from

Accounting Division. Edward L. Inniss, Teller to Assistant Retail Store Manager.

Garnel W. Campbell, Retail Store Supervisor, to Cash Clerk. Nemesio Wood, Grocery Attendant, to Sales Clerk. Verona M. Pascal, Utility Worker to Sales Checker. Robert Phillips, Utility Worker to Leader

Utility Worker.

Afilfonso T. Shaw, Utility Worker to HeavyLaborer. Alexander A. Butcher, Heavy Laborer,

Locks Division, to Waiter. Harold R. Agodon, Laborer Cleaner and

Special Waiter, to Utility Worker and

Special Waiter. Ivanhoe A. Harris, Jr., Package Boy, to

Utility Worker. Simeon L. Chandler, Pinsetter to Utility

Worker and Pinsetter. Community Services Division

Robert H. Miller, Housing Project Manager, to Housing Project Manager (Super- intendent Housing Branch).

P. Byrne Hutchings, Housing Project Manager (Manager, Crisobal Housing Office), to Housing Project Manager (Manager, Balboa Housing Office). Jackson J. Pearce, Housing Project Assist- ant (Assistant Manager, Balboa Housing

Office), to Housing Project Manager

(Manager, Cristobal Housing Office).

14 March 1, 1963
James R. Shirley, Housing Project Assistant (Administrative Assistant), to Housing

Project Assistant (Assistant Manager,

Balboa Housing Offifice). Peter T. Corrigan, Leader Plumber, Maintenance Division, to Maintenance Representative (Buildings and Utilities). Charles A. Russell, Accounts Maintenance

Clerk, to Accounting Assistant. Placide Hernandez, Laborer, to Grounds

Maintenance Equipment Operator.

Rupert V. Watson, Laborer Cleaner to Heavy Laborer. TRANSPORTATION AND TERMINALS

BUREAU

Terminals Division Herman C. Graham, Clerk to Cargo Clerk. Ernesto A. Harrison, Messenger, Administrative Branch, to Guard. Jaime E. Boxen, Helper Machinist, Industrial Division, to Guard.

Francinio E. Downer, Helper Lock Operator, Lock Division, to Helper Liquid

Fuels Wharfman.

Carl R. Kinsman, Utility Worker, Supply

Division, to Cargo Marker.

Alvin Girdwood, Counterman Supply Division, to Cargo Marker.

Albert M. Rowe, Laborer Cleaner, Industrial Division, to Cargo Marker. Eusebio J. Vivies, Line Handler to Stevedore. Cecil L. Lowe, Cargo Checker, to Supervisory Cargo Checker.

Railroad Division

Richard E. Bunch, Jr., Carman (Wood and

Steel) to Inspector (Carman, Wood and

Steel). Jose F. Quiiionez, Clerk to Clerk Checker.

OTHER PROMOTIONS which did not

involve changes of title:

Cecil A. Archbold, Clerk, Dredging Division. William J. Boehning, Construction In- spector (General), Contract and Inspection Division. Norris C. Brewster, Clerk-Typist, Navigation Division. Jerome C. Brown, Mail Clerk, Supply Division. Domingo de Gracia, Surveying Aid, Engineering Division. Gary P. Dunsmoor, Housing Project Assistant, Community Services Division. Alvin B. Games, Clerk-Typist, Dredging

Division. Norma E. Hamilton, Secretary (Stenography), Office of Director, Supply and

Communiy Services Bureau. Alba D. Hutchings, Jr., Supervisory General Supply Assistant, Supply Division. Kerry B. Magee, Industrial Engineer, Executive Planning Staff. George B. McFarlane, Life Guard, Division

of Schools. Edward L. Melbourne, Clerk-Typist, Navigation Division. Ruby E. Radel, Nurse Supervisor (General

Medical and Surgical Hospital), Coco

Solo Hospital. Ivan J. Stephens, Clerk-Typist, Mainte- nance Division. John R. Thomson, Hospital Administrative

Officer, Palo Seco Leprosarium.

Victor Zakay, Civil Engineer (General), Engineering Division.

CANAL HISTORY

50 y[ear4 c4ao

MARKING of the Canal channel with

gas buoys about every mile, with inter- mediate spar buoys, it was announced,

necessitated special precautions to protect the buoys from the corroding action

of salt water and sea air in the tropics.

A pocket of earth and loose rock on

the east bank opposite Hodges Hill at Culebra settled downward and moved

80 feet into the Canal. In 2 hours the bank sank in places as much as 60 feet.

It was estimated that 2 million cubic

yards were in motion.

25 yfearJ arao

CONSTRUCTION of new quarters for Panama Canal employees was being

considered by the U.S. Congress.

Canal Zone health authorities tightened up on smallpox vaccination regulations as reports were received that there was a smallpox epidemic in the interior of Venezuela.

10 \J_earA c4ao

A CONTRACT for construction of an

elementary school and a kindergarten

school building at Paraiso, and remodeling of the existing building, was

awarded on a low bid of $245,000.

One year cAao

CHANGES liberalizing regulations governing payment of night differential added several hundred Panama Canal

employees to those previously eligible to receive the differential.

RETIREMENTS

EMPLOYEES who retired in January,

with their positions at the time of retire- ment, and years of Canal service, are

as follows: Murphy B. Alexander, Lead Foreman,

Maintenance Division, Atlantic side; 22 years, 6 months, 11 days. Mrs. Geraldine W. Allen, Counterwoman,

Supply Division, Adantic side; 20 years, 3 months, 22 days.

William B. Allen, Supervisory Storage

Specialist, Atlantic side; 34 years, 7

months, 25 days. Gabriel Avila, Chauffeur, Motor Transportation Division, Atlantic side; 22

years, 10 months. Robert L. Blaney, Supervisory Cargo Operations Assistant, Terminals Division,

Pacific side; 34 years, 8 months, 4 days.

Leland Brooks, Master, Towboat or Ferry, Navigation Division, Pacific side; 21

years, 5 months, 22 days. Claudius Brown, Brakeman, Railroad Division, Pacific side; 20 years, 9 months,

29 days.

Wilmoth N. Cameron, Brakeman, Railroad

Division, Atlantic side; 20 years, 10 months, 23 days.

Lucio Castro, Laborer, Dredging Division,

Pacific side; 16 years, 8 months, 29 days. James B. Crane, Admeasurer, Navigation

Division, Pacific side; 14 years, 2 months,

21 days.

Abraham Daisey, Chief Engineer, Towboat

or Ferry, Navigation Division, Pacific

side; 31 years, 8 months, 9 days. Vicente Espinosa, Heavy Laborer, Gorgas

Hospital; 21 years, 3 days.

Clair E. Ewing, Terminal Operations Offi- cer (Assistant to Superintendent), Ter- minals Division, Pacific side; 37 years, 4 months, 12 days.

Edward H. Halsell, Chief, Locks Security

Branch, Locks Division, Pacific side; 34 years, 5 months, 20 days.

Miss Dorothy K. Henry, Elementary and

Secondary School Teacher, Schools Division. Atlantic side; 27 years, 4 months,

12 days.

William Hyatt, Truck Driver, Motor Transportation Division, Adantic side; 31

years, 10 months, 15 days.

Anselmo Jimenez, Leader Maintenanceman,

Electrical Division, Pacific side; 33 years, 9 months, 16 days.

Jacques K. Lally, Postal Clerk, Postal Division, Pacific side; 20 years, 4 months,

13 days.

Leslie R. Loga, Master, Towboat and

Ferries, Navigation Division, Pacific

side; 14 years, 11 months, 26 days. Florencio Maldonado, Surveying Aid, Engineering Division, Pacific side; 33 years, 10 months, 7 days.

Eligio Rangel, Painter Maintenanceman,

Industrial Division, Pacific side; 28

years, 10 months, 25 days.

Guillermo C. Rodriguez, Guard, Locks Division, Pacific side, 21 years, 7 months,

15 days. Jean Jacques Sablo, Storekeeping Clerk, Printing Plant, Atlantic side; 40 years, 2 days. Robert B. Sager, Supervising Structural Engineer, Engineering Division, Pacific

side; 23 years, 10 months. Abel Samudio, Laborer, Supply Division, Atlantic side; 17 years, 8 months, 18 days.

George H. Sanford, Foreman, Printing

Plant, Balboa; 22 years, 26 days.

Harry C. Seaman, Food Processing Specialist, Supply Division, Atlantic side; 22 years, 10 months, 10 days.

Hugh B. Smith, Lock Operator Electrician, Locks Division, Pacific side; 13 years,

1 month, 14 days.

Elmer B. Stevens, Supervisory Bridge Engineer, Engineering Division, Pacific

side; 26 years, 4 days.

Louis J. Taylor, Clerk Checker, Supply Division, Pacific side; 42 years, 9 months,

5 days. Albert G. Turner, Machinist, Industrial Division, Pacific side; 23 years, 5 months, 28 days.

The Panama Canal Review 15
o HIPPING

New Ship, New Service

A BRAND NEW ship starting a brand new service passed southbound through

the Panama Canal early in February.

It was the newly-built Henriette Maersk,

which arrived at the Canal on her

maiden voyage around the world. She

arrived here from Copenhagen via Tampa where she picked up a cargo of 12,000 tons of phosphate. After leaving

Balboa, the new Maersk liner sailed direct for Moji, Japan.

In the future she will operate on a new Maersk Line round the world service which will take her to Hong Kong

and Singapore, around Africa to New

York, and back through the Panama

Canal to the Far East. The Henriette

Maersk is the first of four new ships

of this line which will be placed in this run. She is of the new design with the engine aft, has a gross tonnage of 9,000

tons, is completely air conditioned and

carries no passengers. The cargo liner was of special interest to C. B. Fenton & Co., her agents at the Canal, since her master, Capt. J. E. Pedersen, is the father of Ture Pedersen,

a Fenton Co. employee in Cristobal.

Next Stop, Ecuador

FORMER Panama Canal ferryboats

Presidente Amador and President Roosevelt are shown at the La Boca ferry slip for loading of steelwork and ferry ramp

installations. When loading is completed

on the east bank of the Canal, the ferry- boats will be moved to the west bank

for a repeat loading performance of ferry ramp installations there. Once loaded, the Presidente Amador

and President Roosevelt will proceed to a new scene of operations at Guayaquil,

Ecuador.

The two ferryboats, no longer needed

with the opening of the $20 million Thatcher Ferry Bridge, were put up for

sale, together with ferry ramp installa- tions and a selection of spare parts. Simon Canarte B., c/o American Export

& Import Co., New Orleans, La., was

the successful bidder last October, with

a bid of S39,000 for the two ferrvboats. The ferryboats cost $127,930' each. They were built in 1931 by the former

Panama Canal Mechanical Division.

TRANSITS BY OCEAN-GOING

VESSELS IN JANUARY

1963 1962 Commercial 769 917

U.S. Government 20 25

Free 7 8

Total 796 950

TOLLS °

Commercial $3,872,855 $4,736,412

U.S. Government 87,142 157,033

Total $3,959,997 $4,893,445

CARGO00 Commercial 4,118,440 5,465,458

U.S. Government 62,340 139,347 Free 39,785 32,342

Total 4,220,565 5,637,147

'Includes tolls on all vessels, ocean-going and small. "Cargo figures are in long tons.

Far East Cruise

THE NORWEGIAN America Line's

flagship Rergensfjord, due at Balboa

March 29 on the last leg of a South Sea

cruise, already is lined up for a cruise

to the South Pacific and Far East for the winter-spring season of 1964. Next

year's 80-day cruise will take the pas- sengers to many places associated with

campaigns during World War II. These islands include the New Hebrides, the Solomons, and New Britain in the Bismarck archipelago. The cruise

also will include the Philippines, Borneo,

Bangkok, Hong Kong, Japan, Honolulu,

and return by way of San Francisco,

Acapulco, and the Panama Canal to New York.

New Coal Carriers

SEVERAL new large Japanese-built

coal carriers will go into service soon

carrying coal from Hampton Roads, Va., through the Panama Canal to Japan.

Shipping sources report that a new

48,000 deadweight-ton collier being

built by Yawata Iron & Steel Co. for the Triton Shipping Co. will be able

to import a total of 225,400 tons of coal

in a single 12-month period.

Fuji Iron & Steel Co. plans to add

two more coal carrying vessels to its

fleet, each of some 47,000 deadweight

tons, the report says. One vessel is to be called the Nagano Maru, after Shigeo

Nagano, Fuji Iron & Steel Co. president,

and the other the Oswego Fuji. Builders

of these two ships are the Japanese firm

of Ishikawajima-Harima Heavy Industries Co., Ltd., and Shin Mitsubishi

Heavy Industries Co., Ltd., of Kobe.

Both are to be completed this month

and will be able to carry some 45,000

tons of coal per trip from Hampton

Roads. Each will be able to make

between 5 and 5% trips a year. A number of coal carrying ships are

travelling through the Canal these days

with coal from Hampton Roads to Japan. On the return trip, most of these

vessels stop in Peru to pick up cargoes

of iron ore which are delivered to Baltimore. The ships include the Naess

Clipper, Naess Cavalier, and the Naess

Clarion, operated by Naess, and the Nmi, operated bv the C. M. Lemus Co., which carried a record load of 48,381

tons of coal through the Canal in July.

Ferries Taking "Homes" With Them



Date Due

Due Returned I Due | _ Returned

MEW
P 187

LATIN AV*&ti*

UNIVERSITY OF FLORIDA

3 1262 04820 4829